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THE     RIGHT     HONOURABLE 

THE    LORDS    COMMISSIONERS 

FOR    EXECUTING    THE    OFFICE   OF 

LORD    HIGH    ADMIRAL 

O  F 

GREAT  BRITAIN^  &c. 

THIS       WORK 

I  s, 

BY    THEIR    LORDSHIPS    PERMISSION, 
WITH    THE    UTMOST    RESPECT, 

INSCRIBED 
B  Y 

THE     AUTHOR. 


>T  »-^'  -  ?  .•  ■  •: 


1 


Lately  puhlijhed,  by  the  Author  of  this  DiHionary, 

The  Fifth  Edition,  correSled,  Price  3  s,  fewed,  of 

THE    SHIPWRECK,     A    POEM. 

Printed  for  T.  Cadell,  in  tlie  Strand. 


PREFACE. 

TH  E  following  work  has  engaged  my  utmoft  appli- 
cation for  fome  years.      Several  performances  on 
the  fame  fubjeét  have  already  appeared  ;   as  Sir  H.  Man- 
vvaring's  Seaman^ s  DîEîionary\  Bottler's  Sea  Dialogues  \ 
Guillet's  Gentleman  s  DiBionary^  and  Blanckley's  Naval 
Rxpofitoj-^   &c.      Far  from  exhibiting  an   enlarged  and 
comprchenfive  view  of  naval  affairs,   thefe  produ6lions 
are  extremely  imperfeél,   according  to  the  very  circum- 
fcribed  plan  which  their  authors  have  adopted.      There 
are  bejQdes,   the  DiSlionnaire  de  Marine  of  M.  Aubin, 
publillied  in  Holland  ;   and  that  of  M.  Saverien,  pub- 
lished in  France.      Thefe   are  indeed   voluminous,  but 
very  deficient  in  the  mofl  neceffary  articles.      Bcfides  a 
circumftantial  detail  of  the  local  oeconomy  of  different 
marine  departments,   they  are   fwelled  out  with  aftro- 
nomy,   navigation,   hydrography,    natural  hiftorv,   Sec. 
all   of  which    are  abundantly   better  treated   in    ether 
compofitions.      Of  the  machinery  of  a  fhip  ;    the  difpo- 
fition  of  the  rigging  on  her  mafts  and  yards  ;   and  the 
comparative  force  of  her  different  mechanical  powers, 
their   accounts   however    are    often    vague,    perplexed, 
and  unintellio;ible.      With   reiiard  to  her  internal  so- 

5  vernmcnt 


PREFACE. 

vcrnmcnt  in  adion  ;  to  the  general  regulations  of  the 
line  of  battle;  and  to  the  principal  movements  in 
failinor,  they  are  almoft  totally  filent.  Had  any  of 
thcfe  works  been  executed  with  tolerable  fuccefs,  it 
might  have  rendered  mine  unneceflary  ;  or  probably 
have  introduced  it  in  the  form  of  a  tranflation. 

I  acknowledge  with  great  pleafure  the  advantages  I 
have  derived,  in  the  profccution  ol  this  work,  from  fe- 
veral  authors  of  diftinguifhed  reputation  :  in  reality 
however  none  of  thofc  above-mentioned  are  ot  the  num- 
ber. In  that  part  which  is  dedicated  to  the  theory 
and  art  of  lliip-building,  I  owe  confiderablc  obligations 
to  the  ingenious  M.  Du  Hamel.  The  principal  pieces 
ufed  in  the  conflrudlion  of  a  fliip,  together  with  their 
combination  and  difpofition,  are  copioufly  and  ac- 
curately defcribed  in  his  RUmoiti  of  Naval  Architec- 
ture :  and  his  general  account  of  the  art  itfelf  is  per- 
fpicuous  and  comprehenfive.  Many  of  his  explana- 
tions I  have  therefore  implicitly  adopted. 

In  treating  of  the  artillery,  I  have  occalionally  con- 
fulted  he  Blondy  Midler  and  Robins-,  bcfides  fcleding 
fomc  valuable  materials  from  the  manufcripts  of  offi- 
cers of  long  experience  and  cflablillied  reputation  in 
that  fervice.  Whatever  relates  to  the  rigging,  fails, 
machinery,  and  movements  of  a  fhip  ;  or  to  the  prac- 
tice of  naval  war,  is  generally  drawn  from  my  own  ob- 
fervations  ;   unlcfs  where  the  author  is  quoted. 

As  there  are  abundance  of  books  profefledly  written 
on   aftronomy,  and  the  theory  of  navigation,   I    have 

totally 


PREFACE. 

totally  omitted  the  terms  of  the  former,  as  foreign  to 
my  plan  ;  and  flightly  paffed  over  the  latter  ;  becaufe 
no  reader  could  acquire  a  fufficient  idea  of  thofe 
fcicnccs  from  fo  partial  a  defcription.  Many  of  the 
leaft  important  parts  of  a  fliip,  as  well  as  oi  her  rigging, 
arc  very  generally  dehned.  To  explain  the  track  of 
every  particular  rope,  through  it's  different  channels, 
would  be  equally  ufclefs  and  unintelligible  to  a  land 
reader  :  to  mariners  it  were  fuperfluous  :  and  even  the 
youths  who  are  trained  to  the  fea  would  reap  little  advan- 
tage from  it  ;  becaufe  their  fituation  affords  them  much 
better  opportunities  of  making  thefe  minute  difcoveries. 

I  have  in  general  endeavoured  to  give  the  etymology 
of  the  moft  material  exprefiions,  unlefs  when  their 
evident  analogy  to  common  words  rendered  this  unne- 
ceffary.  Many  reafons  may  be  alledgcd  lor  introducing 
the  French  fea-terms  and  phrafes  ;  particularly  that 
obvious  one,  of  undcrftanding  their  pilots,  when  we 
may  have  occafion  for  their  ailiftance.  Wherever  it 
was  found  neceffary  to  explain  one  technical  term  by 
another,  the  latter  is  ufually  printed  in  italics  the  iirll 
time  it  is  mentioned  ;  fo  that  the  reader  may  refer  to 
it  for  a  further  explanation. 

As  the  plates  of  this  publication  were  intended  to  il- 
luftrate  the  various  objeds  to  which  they  refer,  they  are 
little  ornamented  ;  but  have  in  general  the  recommen- 
dation of  fimplicity  and  geometrical  truth.  In  this  part 
I  have  been  particularly  favoured  with  many  orin;inal 
drawings,  which  are  ufually  confidcrcd  aniongft  the  inac- 

ceffible 

3 


PREFACE. 

ccflible  arcana  of  flnp-building.  They  arc  much  more 
numerous,  ufeful,  and  corred:,  than  what  has  hitherto 
appeared  in  any  work  of  the  kind.  In  fine,  I  have 
endeavoured,  to  the  beft  of  my  judgment,  to  retrench 
the  fiiperfluities,  and  fupply  the  deficiencies  of  former 
writers  on  the  lame  fubjed,  as  well  as  to  digeft  and 
methodife  whatever  appeared  loofe  or  inaccurate 
therein. 

This  undertaking  was  firft   fuggeftcd   to  me  by  my 
worthy  and  ingenious  friend  George  Lewis  Scott,  Efq; 
who  confidered  it  as  a  work  of  extenfive  utility.      In- 
deed,  in  a  country  whofe  principal  fources  of  ftrength 
are  derived  from   the  fuperiority  of  her  marine,   it    is 
evidently  wanted.      I   have  the  pleafure  alfo.  to  know 
that  Sir  Edward  Hawke,  and  feveral  ojfficers  of  refpedl- 
able  abilities  in  our  navy,  are  of  the  fame  opinion.    To 
this  may  be  added,   what  the  celebrated  M.  Du  Hamel 
lately  obferved,   in  a  letter    to  me,    Ce  livre  manquait 
abfolumeîit  ;    celui  qui  a  été  imprimé  e?i  Holla7îde^   et  qui 
a  eu  un  debit  conjiderabky   eji  très  imparfait  ;   celui  de 
M.  Saverien  ejî  e?icore  plus  mauvais.      I  mention  this 
cxprefsly,   becaufe  fome  fea-officers  have  confidered  the 
work  unneceffary.      It  is  however  fubmitted,   with  all 
pofilble  deference,     to   fuperior    judges  ;     to    men    of 
fcience  and  letters,   who  know  the  difficulty  of  explain- 
ing the  parts  of  a  mechanical  fyftem,   when  the  readers 
are  unacquainted  with  the  fubjedt. 


A  N 


A    N 


UNIVERSAL     DICTIONARY 


OF      THE 


MARINE. 


ABA  ABA 

ABACK,  {cocffé,  Fr.)  the  fituation  of  the  fails  when  their  furfaces 
arc  flated  againft  the  malls  by  the  force  of  the  wind. 
The  fails  are  faid  to  be  tsken  aback,  when  they  are  brought  into 
this  fituation,  either  by  a  fuddcn  change  of  the  wind,  or  by  an  alteration 
in  the  fliip's  courfe.  They  are  laid  aback,  to  effeA  an  immciate  retreat, 
without  turning  to  the  right  or  left  ;  or,  in  the  fea-phrafe,  to  give  the  fhip 
ftcrn-ii:ay,  in  order  to  avoid  fome  danger  difcovered  before  her  in  a  narrow 
channel  ;  or  when  flie  has  advanced  beyond  her  ftation  in  the  line  of  battle, 
or  otherwifc. 

The  fails  arc  placed  in  this  pofition  by  flackcning  their  lee-braces,  and 
hauling  in  the  weather  ones;  fo  that  the  wiiolc  eflxjrt  of  the  wind  is  ex- 
erted on  the  fore-part  of  their  furface,  which  readily  pufhes  the  fhip  aftern, 
unlefs  {he  is  rcftrained  by  fome  counterafting  force.  See  Backing,  and 
Bracing. 

It  is  alfo  ufiial  to  fpread  fome  fail  aback  near  the  ftern,  as  the  mizcn- 
top-fail,  when  a  (hip  rides  with  a  fingle  anchor  in  a  road,  in  order  to  pre- 
vent her  from  approaching  it  fo  as  to  entangle  the  flukes  of  it  with  her 
flackened  cable,  and  thereby  loofen  it  from  the  ground.     See  Anchor, 

Fig.  14.  plate  III.  difcovcrs  the  plan  of  a  fhip,  a  b,  with  her  main-top- 
fail,  c  d,  aback;  in  which  the  curved  doted  line  expjjefles  the  cavity  of  it, 
as  blown  back  by  the  wind  on  each  fide  of  the  mallT^  The  fore-top-fail, 
which  is  full,  is  exhibited  by  the  line  e  f.  Fig.  13.  reprefcnts  a  perfpec- 
tivc  view  of  the  fhip  in  the  fame  fituation  ;  and  the  dart  Ihews  the  tiiredioii 
of  the  wind  upon  both. 

Lay  all  fiat  Aback,  the  order  to  arrange  all  the  lails  in  this  fituation. 

ABAFT,  (arrière,  Fr.  abafian.  Sax.  behind)  the  hinder  part  of  a  fhip, 
or  all  thofe  parts  both  within  and  without,  which  lie  towards  tlie  ftern,  in 
oppofition  to  afore  -,  which  fee. 

AnAFj-,  (arrière  de,  Vr.)  is  alfo  ufed  as  a  prepofition,  and  fignifies //«•- 
/her  aft,  or  nearer  the  ftern  ;  as,  the  barricade  ftands  abaft  the  main-mart, 
i.  e.  behind  it,  or  nearer  the  ftern. 

B  ABOARD 


ABO  ADM 

ABOARD  (à  lord,  Fr,  d'crdo,  Ital.)  the  infule  of  a  fliip  :  hence  any 
ptrlbn  wlij  enters  a  Ihip  is  laid  to  go  abocrd  :  but  when  an  enemy  enters 
in  the  time  of  battle,  he  is  faid  to  board.  A  plirafc  which  always  implies 
hodility.     See  the  article  Boarding. 

To  fall  Aboard  of,  {aborder,  Fr.)  to  ftrikeor  encounter  another  fhip,  when 
one  or  both  are  in  motion  ;  to  be  driven  upon  a  fliip  by  the  force  of  iho 
wind  or  current. 

ABOARV-!Hûin-tack !  (amure  la  grande  voik !  Fr.)  the  order  to  draw  the 
main-tack,  i.  e.  the  lower  corner  of  the  main-fail,  down  to  the  chefs-tree. 
See  Chbss-tree. 

ABOUT,  {reviré,  Fr.  abutan.  Sax.)  the  fituation  of  a  fliip  immediately 
^fter  ihe  has  tscked  or  changed  her  courfe  by  going  about,  and  {landing  on 
the  other  tack.     See  Tacking. 

Ai;out-Sh)P  !  (adieu-va!  Fr.)  the  order  to  the  fhip's  crew  to  prepare 
for  tacking. 

ABRF.AST,  (par  le  trai-crs,  Fr.  oï Irecft,  Sax.)  fide  by  fide,  or  oppcfite 
to  ;  a  fituation  in  which  two  or  more  fhips  lie,  with  then-  fides  p;\rallcL  to 
each  otlier,  and  their  heads  equally  advanced. 

This  term  more  particularly  regards  the  line  of  battle  at  fea,  where,  on 
the  different  occafions  of  attack,  retreat,  or  purluit,  the  feveral  divifions 
of  a  ficet  are  obliged  to  vary  their  difpofitions,  and  yet  maintain  a  proper 
regularity  by  failing  in  right  or  curved  lines.  When  the  line  is  tormcd 
abreaji,  the  whole  fquadron  advances  uniformly,  tlie  fliips  being  equally 
diftant  from,  and  parallel  to  each  other,  fo  that  the  length  of  each  fliip 
forms  a  right  angle  with  the  extent  of  the  fquadron  or  line  ahreajl.  Ihe 
commander  in  chief  is  always  ftationed  in  the  centre,  and  tlie  fécond  and 
third  in  command  in  the  centres  of  their  rcfpeftive  divifions.  See  this 
further  illullrated  in  the  article  Line. 

Abreast,  within  the  fhip,  implies  on  a  line  with  the  beam,  or  by  the 
fide  of  any  object  aboard-,  as,  the  frigate  fprung  a  leak  abreaft  of  the  maia 
hatch-way,  i.  e.  on  the  fame  line  with  the  main  hatch-way,  crofllng  the 
Ihip's  length  at  right  angles,  in  oppofition  to  afore  or  abaft  the  hatch- way. 
See  Abaft. 

We  difcovered  a  feet  Abre.^st  cf  Bcachy  Head,  i.  e.  off,  or  diredlly  op- 
pofite  to  it. 

ACORN,  (pomme  de  giroiiette,Fr.)  a  little  ornamental  piece  of  wood,  fa- 
fhioned  like  a  cone,  and  fixed  on  the  upermoft  point  of  the  fpindle,  above 
the  vane,  on  the  mafl-head.  It  is  ufed  to  keep  the  vane  from  being  blown 
off  from  the  fpindle  in  a  whirlwind,  or  when  the  fliip  leans  much  to  one 
fide  under  fail.  See  plate  L  fig.  i.  where  a  reprefents  the  acorn,  b  the  vane 
and  rtcKk,  c  the  fpindle,  and  d  the  maft-hcad. 

ADMIRAL,  (amiral,  Fr.)  an  officer  of  the  firfl:  rank  and  command  in  the 
fleet,  and  who  is  difcinguiflied  by  a  flag  difplayed  at  his  main-top-matt-head. 
Alio  an  officer  who  fuperintends  tlie  naval  forces  of  a  nation,  and  who  is 
authorifed  to  determine  in  all  maritime  caufes. 

The   origin  and  denomination  of  this  important  office,   which  feems 

to  have  been  eftabliflied  in  moft  countries  that  border  on  the  fea,  have 

5  givea 


ADM  ADM 

given  rife  to  a  great  variety  of  opinions.  Su;ne  have  borrowed  tlicm  from 
the  Greek,  o'.hirs  from  the  Arabic,  while  a  third  fort,  with  greater  proba- 
bility, derive  both  the  title  and  dignity  from  the  Saracens'.  But  fince 
no  certain  conclufions  have  been  deduced  from  thel'e  elaborate  refearches, 
and  as  it  rather  appears  the  province  of  this  work  to  give  the  reader  an 
idea  of  the  office  and  duty  of  an  admiral  at  fea,  than  to  furniHi  an  hiflori- 
cal  or  chronological  detail  of  the  rank  and  power  with  which  admirals  have 
been  invcfted  in  diBerent  nations,  we  fhall  contentedly  refign  this  tafk  to 
the  ingenious  lexicographers,  who  have  fo  repeatedly  entertained  us  with 
fuch  critical  inveftigations. 

The  Admiral,  or  commander  in  chief  of  a  fquadron,  being  frequently 
inverted  with  a  great  charge,  on  which  the  fate  of  a  kingdom  may  depend, 
ought  certainly  to  be  poffcfTed  of  abilities  equal  to  fo  important  a  dation 
and  fo  extenfive  a  command.  His  fquadron  is  unavoidably  expofed  to  a 
variety  of  perplexing  fituations  in  a  precarious  element.  A  train  of  dange- 
rous incidents  neceflarily  arife  from  thofe  fituations.  The  health,  order,  and 
difcipline  of  his  people  are  not  lefs  the  objects  of  his  confideration,  than 
the  condition  and  qualities  of  his  fliips.  A  fudden  change  of  climate,  a 
rank  and  infeflious  air,  a  fcarcity,  or  unwholcfomnefs  of  provifions  may 
be  as  pernicious  to  the  former,  as  tempeftuous  weather  or  dangerous  navi- 
gation to  the  latter.  A  lee-fluore,  an  injudicious  engagement  with  an 
enemy  grcatlv  fuperior,  may  be  equally  fatal  to  both.  He  ought  to  have 
fufficient  experience  to  anticipate  ail  the  probable  events  that  may  happen 
to  his  fquadron  during  an  expedition  or  cruife,  and,  by  confequence,  to 
provide  againft  them.  His  ikill  fhould  be  able  to  counteraél  the  various 
difaflers  v.'hich  his  fquadron  may  fuffer  from  difierent  caufes.  His  vigi- 
lance and  prcfence  of  mind  are  necedliry  to  feize  every  favorable  opportu- 
nity that  his  fiuKuion  may  ofrlr  to  profccute  his  principal  defign  -,  to  extri- 
cate himfelf  from  any  difHcuhy  or  diftrefs  -,  to  check  unfortunate  events  in 
the  beginning,  and  retard  the  progrefs  of  any  great  calamity.  He  fliould 
be  endued  with  refolution  ahd  tortitude  to  animate  liis  officers  by  the  force 
of  example,  and  promote  a  fcnfc  of  emulation  in  thofe  who  are  under  his 
command,  ss  well  to  improve  any  advantage,  as  to  fruftrate  or  defeat  the 
efforts  of  his  ill  fortune. 

The  moft  eRential  part  of  his  duty,  however,  appears  to  be  military 
conduct.  As  foon  as  the  fquadron  under  his  command  fliall  put  to  fea,  he 
is  to  form  it  into  the  proper  order  of  battle,  called  the  Line.  In  this  ar- 
rangement he  is  to  make  a  judicious  diftribution  of  flrength  from  the  van 
to  the  re.'.r,  tlu-owing  the  principal  force  into  the  centre,  to  refill  the  im- 
prtliion  of  the  enemy's  fleet  -,  which  might  otherwife,  at  fome  favorable  op- 
portunity, break  through  his  line,  and  throw  the  van  and  rear  into  confufion. 

A  competent  knowledge  cf  the  fean,  weather,  and  reigning  winds,  of 
the  coaft  or  region  where  he  is  ftationed,  is  alfo  requifite,  as  it  will  greatly 
facilitate  his  plans  on  the  enemy.  It  will  enable  him  to  avoid  being  im- 
properly  embayed,    wlieic  he   might  be  furprifed   in  a  difadvantageous 

*  III  regno  S,\raccnoruni  qu.ituor  prxtores  llatuit,  nui  admiralli  vocabjntur.    Sigeblrt. 

H  2  fituation  ; 


ADM  ADM 

fitiiation-,  and  to  judge  whether  it  will  be  moft  expedient  to  attack  liis 
adverfiry,  or  lie  prepared  to  receive  his  alVaiilt.  When  his  fquadron  is 
forced  by  flrefs  of  weather,  or  otherwife,  to  take  fhelter  in  a  road  or  bay, 
it  will  likewife  fuggeft  the  neceflary  conduft  of  keeping  a  fofficient  num- 
ber of  crnifers  at  fca,  to  bring  him  early  intelligence,  that  they  may  be 
ready  to  cut  or  flip  the  cables  when  they  fliall  be  too  much  hurried  to 
weigh  their  anchors. 

As  the  forming  a  complete,  ftrong,  and  uniform  line  is  a  very  mate- 
rial article  in  naval  war,  the  admiral  ought  frequently  to  arrange  the 
fquadron  under  his  command  into  this  order,  that  the  inferior  officers  may 
obferve  to  bring  their  fhips,  with  greater,  dexterity  and  alertnefs,  into  their 
feveral  ftations,  and  maintain  the  regularity  of  the  line  when  they  tack, 
veer,  or  fail  abreail.     See  Line. 

When  she  admiral  intends  a  deiccnt  on  an  enemy's  coaft,  or  other  at- 
tack which  may  be  attended  with  complicated  and  unforefeen  incidents, 
his  orders  fhould  be  delivered  or  drawn  up  with  the  greateft  accuracy 
and  precifion  :  they  fliould  be  fimple,  perfpicuous,  direCl:,  and  compre- 
hcnfive-,  they  fhould  colledl  a  number  of  objedts  into  one  point  of  view, 
and,  forefeeing  the  effcds  of  fuccefs  or  defeat,  appoint  the  proper  mea- 
fures  to  be  adopted  in  either  event.  Hiflory  and  experience  confirm  the 
necefTity  of  this  obfervation,  and  prefent  us  with  a  variety  of  difatters  that 
have  happened  on  fuch  occafions,  merely  by  a  deficiency  in  this  material 
article.  In  the  commanding  officer,  inattention,  barrennefs  of  expedient, 
or  a  circumfcribed  view  of  the  necelTary  effedls  of  his  enterprize,  may 
be  equally  pernicious.  And  general  orders  ought  to  be  utterly  free 
from  pedantry  and  perplexity,  which  always  betray  a  falfe  taflc  and 
confuled  imagination,  befides  the  probability  of  prochicing  many  fatal 
confequences. 

When  an  admiral  fliall  conquer  in  battle,  he  fhould  endeavor  to  improve 
his  viftory,  by  pufning  the  acquired  advantages  as  far  as  prudence  direfts  ; 
a  conduâ:  that  merits  his  attention  as  much  as  any  in  the  adion  !  When 
he  fhall  be  defeated,  he  ought  to  embrace  every  opportunity  of  faving  .is 
many  of  his  fhips  as  pofîible,  and  endeavor  principally  to  afTift  thofe 
which  have  been  difabled.  In  fliort,  it  is  his  duty  to  avail  himfelf  of 
every  praticable  expedient  rather  than  fink  under  his  misfortune,  and 
fufFer  himl'elf  to  become  an  eafy  prey  to  an  enemy. 

He  fhould  be  fufficiently  acquainted  with  civil  law,  to  judge  with  pro- 
priety of  the  procedings  of  courts-martial,  and  to  corredt  the  errors,  and 
reflrain  the  abufes  which  may  happen  therein  by  miflake,  ignorance,  or 
inattention. 

As  fecret  treaties,  propofitions,  or  fchemes  of  the  enemy,  may  occa- 
fionally  be  iubmited  to  his  infpeftion,  or  fall  into  his  pofTefCon  by  cap- 
ture ;  and  which  it  might  be  improper  to  difcover  to  any  perfon  near 
him,  he  ought  to  have  a  competent  knowledge  of  the  modern  languages, 
or  at  leaft,  thofe  of  the  countries  againil  whom  his  military  operations  are 
direfted,  to  be  able  to  comprehend  with  facility  the  full  fcope  and  purport 
of  fuch  papers» 

He 


ADM  ADM 

He  oiiglit  to  be  well  verfcd  in  geometry,  fo  as  to  be  capable  of  ordering 
proper  and  correal  fiirveys  of  unknown  coafts,  roads,  or  harbors  to  be 
made,  and  to  judge  of  their  accuracy,  and  detedl  their  errors.  To  afcer- 
tain  the  fitnation  and  longitude  of  different  places,  he  fliould  be  alfu 
fufficiently  fl<iiled  in  aftronomy  and  tlie  method  of  taking  obfervations, 
which  indeed  is  eflcntially  necefiary  to  the  profeffion  of  a  fea-ofRcer,  al- 
though too  much  ncglefted. 

By  his  inftrudions  the  admiral  is  likewife  to  affift  at  all  councils  of  war 
that  relate  to  naval  affairs  :  to  vifit,  as  often  as  convenient,  the  other  fhips 
of  his  fquadron  :  to  enquire  particularly  into  their  condition,  and  obferve 
the  men  muftered,  taking  care  that  no  fupernumeraries  are  born  on  the 
books.  He  is  direfted  to  acquaint  the  fecretary  of  the  admiralty  with  all 
his  procedings  relative  to  the  fervice,  for  the  information  of  the  lord-high- 
admiral,  or  lords  conimiflloners  of  the  admiralty  -,  and  to  attend  him,  or 
them,  on  his  return  home,  with  an  account  of  his  voyage  or  expedition, 
and  to  deliver  a  copy  of  his  journal  to  their  fecretary. 

Much  more  might  be  obferved  on  this  occafion.  It  appears  however  by 
the  general  outline  which  we  have  fketched,  that  the  office  and  duty  of  an 
admiral  requires  greater  flcill  and  more  comprehenfive  abilities  than  is  ge- 
nerally fuppofed  neceffary  to  the  command  of  a  naval  armament.  And 
that  he  ought  to  be  duly  qualified,  at  lead  in  this  kingdom,  to  afTift  at  the 
councils  of  his  fovereign,  and  enter  into  the  enlarged  fyftem  of  protecting 
his  country  from  an  invafion  by  lea,  or  of  meditating  a  defcent  on  an 
enemy's  coaft  -,  as  well  as  to  improve  navigation,  and  open  new  channels 
of  commerce.     For  further  particulars  of  his  charge  lee  the  articles  E.v- 

GACEMENT,    I,INE,    SqUADRON. 

Admirai,  of  the  fleet,  the  higheft  officer  under  the  admiralty  of  Great- 
Britain  :  when  he  embarks  on  any  expedition,  he  is  diftmguillied  by  the 
union  flag  at  the  main-top-maft-head. 

/'7tv-ADMiRAL,  (vice-amiral,  Fr.)  the  officer  next  in  rank  and  command 
to  the  adniiral  ;  his  flag  is  difplayed  at  the  fore-top-maft-head. 

Rear- Ad  Ml  9.  Ah,  (contre-amiral,  lieutenant-general  des  armées  navales,  Fr.)  the 
officer  next  in  rank  and  command  to  the  vice-admiral,  and  who  carries  his 
flag  at  the  mizen-top-mall-head. 

There  are  at  prefent  "  in  England,  befides  the  admiral  of  the  fleet,  three 
admirals  of  the  white  fquadron,  and  four  of  the  blue.  Three  vice-admi- 
rals of  tlie  red,  three  of  the  white,  and  four  of  the  blue.  Four  rear  ad- 
mirals of  the  red,  four  of  the  white,  and  five  of  the  blue  fquadron  :  befides 
twenty-two  rear  admirals  that  have  carried  no  flag,  who  are  fuperannuated 
upon  half-pay. 

AVf<^- Admiral  is  alfo  a  civil  officer  appointed  by  the  lords-commiffioners 
of  the  admiralty.  There  are  feveral  of  thefc  officers  eft:ablifhed  in  diffeicnc 
parts  of  Great-IJritain,  with  judges  and  marflials  under  them,  for  executing 
jurifdidtion  within  their  refpcdive  dillrifts.  Their  decifions,  however,  are 
not  final,  an  appeal  lying  to  the  court  of  admiralty  in  London. 

b   1769. 

ADMIRALTY, 


ADM  A     G     R 

ADMIRALTY,  (Atmmé,  Fr.)  the  office  of  lord-high-admiral,  v/1k-- 
thcr  dilcharged  by  one  fingle  perfon,  or  by  joint-commiffioncrs,  called 
Lords  of  the  Admiralty  \ 

ADVICE-BOAT,  (j>ûqttel  d'avis,  Fr.)  a  finall  velTel  employed  to  carry 
exprcfles  or  orders  with  all  polFible  difpatch. 

ADRIFT,  (from  a  and  drifi,  Saxj  the  ftate  of  a  fhip  or  vefiel  broke 
loofe  from  her  nioorings,  and  driven  without  control  at  the  mercy  of  the 
wind,  feas,  or  current,  or  all  of  them  together. 

AFLOAT,  (d  Jlot,  Fr.)  floating  on  the  furl'ace  of  the  water:  a  fliip  is 
faid  to  be  afloat  when  there  is  a  volume  of  water  under  her  bottom  of  fuf- 
ficient  depth  to  buoy  her  up  from  the  ground. 

AFORE,  (avani,  Fr.  for,  Sv.x.)  all  tliat  part  of  a  fliip  which  lies  for- 
ward, or  near  the  ftcm. 

Afore,  as  a  prcpofuion,  likcwifc  implies  further  forv:ard,  or  nearer  the 
prow-,  as,  the  manger  ftands  ofcre  the  fore-rnall,  i.  e.  further  forward,  or 
nearer  the  ftem.  In  both  thele  Icnfes  afore  is  ufed  in  contradiftindlion  to 
abaft.     See  the  article  Abaft. 

AFT,  (arrière,  Fr.  from  ^efter.  Sax.  or  abaft)  behind,  or  near  the  ftern 
of  the  fhip  ;  being  oppofcd  to  fore  -,  as,  run  out  the  guns/«v  and  aft  !  i.  e. 
from  one  end  of  the  fhip  to  the  other  ;  and  whence, 

AFTER,  (de  l'arriére,  Fr.  after.  Sax.)  a  phrafe  applied  to  any  obje<5l 
fituated  in  the  hinder,  part  of  the  flaip  -,  as,  the  after-haichway,  the  after- 
capftern,  the  ^fter-{a\\s,  ècc. 

The  Aftj;.r-S..\ils  ufualiy  comprehend  all  thofe  which  are  extended  on 
the  mizen-maft,  and  on  the  ftays  between  the  mizen  and  main-mafts. 
They  are  oppofed  to  the  head-fails,  v;hich  include  all  thofe  that  are  fpread 
on  the  fore-maft  and  bowfprit  -,  and  both,  by  their  mutual  operation  on  the 
oppofitc  ends  of  the  fliip,  duly  balance  lier  when  under  fail.  See  the  ar- 
ticle Trim. 

AGENT-VicTUALLER,  (avitalleur,  Fr.)  an  officer  ftationed  at  a  royal 
port,  to  regulate  the  vi<ftualing  of  the  king's  fnips,  under  the  direftion  of 
the  commiffioners  for  victualing  the  navy.  Tie  receives  all  the  provifions 
from  the  vi(!^ualing-office  in  London,  and  dillributes  them  to  the  fliips  in 
the  harbor.  Fie  alfo  receives  into  his  ftore-houfes  fuch  as  may  be  returned 
by  fhips  after  the  expiration  of  their  cruife  or  voyage,  and  renders  an 
account  thereof  to  the  faid  commiffioners. 

AGROUND,  (eckct'.é,  Fr.  from  a  and  ground.  Sax.)  the  fituation  of  a 
fliip  v.'hofe  bottom,  or  any  part  of  it,  hangs  or  refts  upon  the  ground,  fo 
as  to  render  her  immoveable  till  a  greater  quantity  of  v/ater  fhall  float  her 
ofl^;  or  till  (he  fhall  be  drawn  out  into  the  fbrcam,  by  the  application  of 
mechanical  powers. 

'^  This  iiiip?rt.-i:it  and  high  oflicc  has  fcldom  been  entruftecl  to  any  fmgl'-  priTnn,  except 
princes  of  the  blood  ;  or  to  ibmc  nobleman  meriting  fuch  di.linftion  for  his  eminent  fer- 
vices.  In  general  the  crown  appoints  five  or  feven  cominifiioncrs,  under  the  title  ot  "  Lon/i 
"  Cominijfioneri  for  cxfcutifig  the  Office  of  Lord-Higk-A.imiral  of  Grfat- Britain,'"  &c.  All 
maritime  alFairs  are  entruiU-d  to  their  juriididion.  They  trovern  and  direél  the  whole 
royal  navy,  with  power  decifivc  in  all  marine  cafes,  civil,  military,  ard  criminal,  tranf- 
afted  upon  or  beyond  fea,  in  harbors,  on  coafts,  and  upon  all  rivers  below  the  firll  bridge 
iba-v.-ard, 

AHEAD, 


A     H     E  A     L     O 

AHEAD,  (cvant,  au  devant^  Fr.  from  a  and  bead^  Sax.)  further  onward 
than  the  fhip,  or  at  any  dilUnce  before  her,  lying  immediately  on  that 
point  of  the  compjfs  to  which  her  ftem  is  dircdled.  It  is  iifcd  in  oppofi- 
lion  to  (tjlern,  which  cxprcfics  the  fituation  of  any  objeél  behind  the  lliip. 
See  Astern. 

To  run  Ahead  of  one's  reckoning,   (depajfer^  Fr.)  to  fail  beyond  the  place 
flicwn  crroncoufly  in  the  de.id-reckoning  as  the  fliip's  Nation. 
Line  Ahead.     See  the  article  Lixii. 

A-HULL,  (à  fee,  à  nuits,  iâ  à  cordes,  Fr.  from  a  and  JmU)  the  firuation  of 
a  fhip  when  all  lier  fails  are  furled  on  account  of  the  violence  of  the  ftorm, 
and,  when  having  laflitd  her  helm  on  the  lee-fide,  fhe  lies  nearly  with  her 
fide  to  the  wind  and  fea,  her  head  being  for.iewhat  inclined  to  the  direction 
of  the  wind.     See  this  further  explained  in  the  article  Trying. 

AIM,  the  diredtion  of  a  cannon,  or  other  fire-arm,  to  its  objedt,  or  the 
point  to  which  it  is  diredted  ;  v^hcnce. 

To  take  Aim,  (prendre  fa  -mire,  from  cfmer,  Fr.)  is  to  point  a  gun  to  it's 
objcft  according  to  the  point-blank  range.     See  Caxnon  and  Range. 

ALFE,  (envoie,  Fr.  from  a  and  Ice)  tlie  fituation  of  tlic  helm  when  it 
is  puflied  down  to  the  lee  fide  of  the  Ihip,  in  order  to  put  the  fliip  about, 
or  to  lay  iier  head  to  the  v/indward. 

ALL  in  the  ivind,  the  ftate  of  a  fhip's  fails  when  they  are  parallel  to  the 
direftion  of  the  wind,  fo  as  to  (hake  and  fhiver,  by  turning  the  Ihip's  head 
to  windward,  either  by  defign,  or  negleft  of  the  helm's  man. 

All's  ^ve/i!  an  acclamation  of  fafcty  or  fecurity  pronounced  by  a  centinel, 
and  repeated  by  all  the  others  who  are  llationed  in  different  places  of  a  fhip 
of  war,  at  the  time  of  ftriking  the  bell  each  half-hour  during  the  period  of 
the  night  v.'atch. 

All  hands  high,  or  All  hands  bcay  !  (tout  le  monde  haut!  Fr.)  the  call 
or  order  by  wliich  all  the  fliip's  company  are  funimoned  upon  deck  by  the 
boatl'wain. 

ALOFT,  (en  haut,  Fr.  loffter,  to  lift  up,  Dan.)  up  in  the  tops,  at  the 
mail-heads,  or  any  where  about  the  higher  yards  or  riging. 

ALONG-//Jt%  (bord  à  bord,  flanc  i^  flanc,  Fr.)  fide  by  fide,  or  joined  to 
a  (hip,  wharf,  &c.  and  lying  parallel  thereto. 

'To  lay  ALOSG-flde,  (allonger,  Fr.)  to  arrange  a  fliip  by  the  fide  of  another. 
AtOKC-fljcre,  along  the  coail  ;  this  phrafe  is  commonly  applied  to  coafl- 
ing  navigation,  or  to  a  courfe  which  is  in  fight  of,  and  nearly  parallel  to, 
the  fliorc. 

I.ying  Along,  (à  la  bande,  ati  long,  Fr.)  the  ftate  of  being  prefFed  dowa 
fidew.nys  by  a  weight  of  iail  in  a  trclh  wind  that  crofTcs  the  Ihip's  courfe 
either  directly  or  obliquely. 

ALOOF,  (lof,  Fr.)  this  has  frequently  been  mentioned  as  a  fea-term, 
but  whether  iulHy  or  net  we  Ihall  not  preiume  to  determine  -,  it  is  known 
in  common  difcourfe  to  imply  a/  adiflance-,  and  the  rel'emblance  of  the 
phrafes,  keep  aloof,  and  keep  a  lufl\  or  keep  the  luff,  in  all  probability  gave 
rife  to  this  conjecture.  If  it  w.is  really  a  fea-phrafe  originally,  it  feems  to 
luve  refercd  to  the  dangers  of  a  Icc-lliore,   in  which  fituation  tiie  pilot 

might 


A     M     A  ANC 

might  naturally  apply  it  in  the  fenfe  commonly  underflood,  viz.  keep  Vr// 
o(f,  or  quite  off:  it  is,  however,  never  exprcficd  in  that  manner  by  feamen 
now.  See  Luff.  It  may  not  be  improper  to  obfcrve,  that,  befides  ufmg 
this  phrafe  in  the  fame  fenie  with  us,  ilie  French  alio  call  the  weather  fuie 
of  a  lliip,  and  the  weather  clue  of  a  courle,  /e  lof. 

AM.AIN,  (cale-lcut,  Fr.  froin  viû:ij,  or  maigiie,  old  French)  at  once,  fud- 
denly  ;  as,  let  go  (jw.im  !  i.  e.  let  it  run  at  once.  This  phrafe  is  gener.illy 
applied  to  any  thing  that  is  hoifted  or  lowered  by  a  tackle,  or  complication 
of  pullies. 

Amain,  yield,  from  a  fliip  of  war  to  an  enemy. 

S/rike  Amain,  lower  vour  topfails. 

AMIDSHIPS,  the  middle  of  the  fliip,  either  with  regard  to  her  length 
or  breadth.  Example  in  the  firft  fenfe  ;  The  enemy  boarded  us  amidjhips., 
i.  e.  in  the  middle,  between  the  fteni  and  ftern.  Example  in  the  fécond 
fenfe  ;  Put  the  helm  amidjlnps,  i.  e.  in  the  middle,  between  tlie  two  fides. 

ANCMOR,  (ancre,  Fr.  anchor  a,  Lat.  from  ayy.usa,  Greek)  a  Jieavy, 
flrong,  crooked  inftrumcnt  of  iron,  droped  from  a  fhip  into  the  bottom  of 
the  water,  to  retain  her  in  a  convenient  flation  in  a  harbor,  road,  or  river. 

The  moll  ancient  anchors  are  faid  to  have  been  of  ftone,  and  fonietimes 
of  wood,  to  which  a  great  quantity  of  lead  was  ufually  fixed.  In  fome 
places  bafkets  full  of  lirones,  and  lacks  filled  with  land,  were  employed 
for  the  fame  ufe.  All  thcfe  v/ere  let  down  by  cords  into  the  fea,  and  by 
their  weight  Hayed  the  courfe  of  the  fliip.  Afterwards  they  were  com- 
pofed  of  iron,  and  furniflicd  with  teeth,  wliich,  being  faltened  to  the  bot- 
tom of  the  fea,  greferved  the  veffcl  immoveable  ;  whence  o-'o-fii;  and  dentés 
are  frequently  taken  for  anchors  in  the  Greek  and  Latin  poets.  At  firft 
there  was  only  one  tooth,  whence  anchors  were  called  sTsjÎTr.aci  -,  but  in  a 
fhort  time  the  fécond  was  added  by  Eupalamus,  or  Anacharfis,  the  Scy- 
thian phJlofopher.  The  anchors  with  two  teeth  were  called  d!J.(f'Xc\ci,  or 
ùix^kcixot,  and  from  ancient  monuments  appear  to  have  been  much  the 
fame  with  thole  ufed  in  our  days,  only  the  ti-anlverfe  piece  of  wood  upon 
their  handles  (the  ftocks)  is  wanting  in  all  of  them.  Every  fliip  had  lève- 
rai anchors,  one  of  which,  furpaffing  all  the  reft  in  bignefs  and  ilrength, 
was  peculiarly  termed  In^d,  or  facra,  and  was  never  ufed  but  in  extreme 
danger  ;  whence  facram  anchoram  folvere  is  proverbially  applied  to  fuch  as 
are  forced  to  their  laft  refuge.     Potter's  antiquities  of  Greece. 

The  anchors  now  made  are  contrived  fo  as  to  fink  into  the  ground  as 
foon  as  they  reach  it,  and  to  hold  a  great  ftrain  before  they  can  be  loofened 
or  diflodged  from  their  ftation.  They  are  compofed  of  a  ftiank,  a  ftock,  a 
ring,  and  two  arms  with  their  flukes.  The  ftock,  which  is  a  long  piece  of 
timber  fixed  acrofs  the  fliank,  ferves  to  guide  the  flukes  in  a  direction  per- 
pendicular to  the  furface  of  the  ground  ;  fo  that  one  of  them  finks  into  it 
by  its  own  weight  as  foon  as  it  falls,  and  is  ftill  preferved  fteadily  in  that 
pofition  by  the  ftock,  which,  together  with  the  ftiank,  lies  flat  on  the  bottom. 
In  this  fituation  it  muft  neceflarily  fuftain  a  great  effort  before  it  can  be 
draged  through  the  earth  horizontally.  Indeed  this  can  only  be  effeded  by 
the  violence  of  the  wind  or  tide,  or  of  both  of  them,  fometimes  increafed 
5  by 


ANC  ANC 

by  the  turbulence  of  the  Tea,  and  ading  upon  the  fliip  fo  as  to  ftretch  th? 
cable  to  it's  utmoft  tenfion,  which  accordingly  may  diflodge  the  anchor 
from  it's  bed,  efpecially  if  the  ground  be  foft  and  oozy  or  rocky.  When 
the  anchor  is  thus  dilplaced,   it  is  faid,   in  the  fca  phraie,  to  come  home. 

That  the  figure  of  this  ufeful  inftrumcnt  may  be  more  clearly  under- 
ftood,  let  us  fuppofe  a  long  maffy  beam  of  iron  erc6ted  perpendicularly, 
Plate  I.  fig.  2.  b  c;  at  the  lower  end  of  which  are  two  arms,  d  e,  of  equal 
thicknefs  with  the  beam  (ufually  called  the  fhank)  only  that  they  taper 
towards  the  points,  which  are  elevated  above  the  horizontal  plane  at  an 
angle  of  thirty  degrees  -,  or  inclined  to  the  fliank  at  an  angle  of  fixty 
degrees:  on  the  upper  part  of  each  arm  (in  this  poficion)  is  a  fluke,  or 
thick  plate  of  iron,  g  b,  commonly  fliaped  like  an  ilofccles  triangle,  whofe 
bafe  reaches  inwards  to  the  middle  of  the  arm.  On  the  upper  end  of  the 
fhank  is  fixed  the  ilock  tranlVerlcly  with  the  flukes  :  the  Itock  is  a  long 
beam  of  oak,  /,  in  two  parts,  ftrongly  bolted,  and  hooped  together  with 
iron  rings.  See  alfo  fig.  3.  Clofe  above  the  fl:ock  is  the  ring,  ^,  to  whicli 
the  cable  is  faltened,  or  bent  :  the  ring  is  curiouOy  covered  with  a  number 
of  pieces  of  (hort  rope,  which  are  twilled  about  it  fo  as  to  form  a  very- 
thick  texture  or  covering,  called  the  puddening,  and  ufed  to  preferve  the 
cable  from  being  fretted  or  chafed  by  the  iron. 

Every  fliip  has,  or  ought  to  have,  three  principal  anchors,  with  a  cable 
to  each,  viz.  the  flieet,  tnaitreffe-ancre,  (which  is  the  anchora  facra  of  the 
ancients)  the  bell  bower,  fécond  ancre^  and  fmall  bower,  ancre  d'affotircbc^ 
fo  called  from  their  ufual  fituation  on  the  fliip's  bows.  There  are  befides 
fmaller  anchors,  for  removing  a  fliip  from  place  to  place  in  a  harbour  or 
river,  where  there  may  not  be  room  or  wind  for  failing;  thefe  are  the  ftream- 
anchor,  ancre  de  tone;  the  kedge  and  grappling,  grapin  :  this  lad,  however, 
is  chiefly  defigncd  for  boats. 

To  drag  ibe  Anchors,  (chaffer  fur  fes  ancres,  Fr.)  implies  the  effort  of 
making  the  anchor  come  home,  when  the  violence  of  the  wind.  Sec.  drains 
the  cable  fo  as  to  tear  it  up  from  the  bed  into  which  it  had  funk,  and  draw 
it  along  the  ground  -,  as  already  explained. 

Foul  Anchor  :  it  is  fo  called  when  it  either  hooks  fome  other  anchor, 
v/reck,  or  cable,  under  the  furface  of  the  water  ;  or  when,  by  the  wind 
fuddenly  abating,  the  fliip  flackens  her  (train,  and  ftraying  round  the  bed 
of  her  anchor  entangles  her  flack  cable  about  the  upper  fluke  of  it,  and 
eafily  draws  it  out  of  it's  place,  as  foon  as  flie  begins  to  ride  with  a  llrain. 
To  prevent  this,  it  is  ufual,  as  flie  approaches  the  anchor,  in  light  winds, 
to  draw  the  flack  cable  into  the  fliip  as  fall  as  poffible. 

To  Anchor,  [ancrer,  mouiller,  iâc.  Fr.)  is  to  let  go  the  anchor,  and  to 
let  the  fliip  ride  thereby. 

'J be  A.N'CHOR  is  a  cock-bill,  (ancre  efi  à  la  irih'e,  Fr.)  implies  that  the  fhank- 
painter,  or  rope  by  which  the  flukes  were  hung  to  the  fliip's  bow,  being 
call  off,  the  flukes  drop  down  perpendicularly;  whilll  the  anchor  is  fuf- 
pended  at  the  cat-head  by  its  Hopper,  ready  to  be  funk  from  the  bow  at  a 


Eioment  s  warning. 


Ji 


ANC  APR 

At  Anchor,  (àFancrt,  Fr.)  the  filiation  of  a  fliip  which  rides  by  her 
anchor  in  a  road  or  haven,  &c.  Plate  1.  fig.  6.  reprel'cnts  the  fore-part  of 
a  Ihip,  as  riding  in  this  fnuation. 

The  Anchor  is  a-j>cck.     Sec  the  article  Apeek. 

The  Anchor  is  a-trip,  or  n-wcigb.     See  thofe  articles. 

To  back  ibj  Anchor.     Sec  Iîac  k. 

To  cat  the  Anchor,  {caponncr  I'ann'e,  Fr.)  is  to  hook  a  tackle  called  the 
cat  to  it's  ring,  and  thereby  pull  it  up  dole  to  the  cat-head  ;  which  fee. 

Tojip  the  Anchor,  to  draw  up  the  llukcs  upon  the  fliip's  fide  alter  it  is 
catccd.     See  t'le  articles  Davit  and  Fish. 

To  peer  the  pip  to  her  Anchor,  {gouverner  fur  T  ancre,  Fr.)  is  to  fteer  the 
fliip's  head  towards  the  place  where  the  anclior  lies  when  they  are  heavinq 
the  cable  into  the  Ihip  ;  that  the  cable  may  thereby  enter  the  hawi'e  with  lels 
refinance,  and  the  fliip  advance  towards  che  anchor  with  greater  facility. 

Topoe  the  Anchor,  See  the  article  Shoe. 

To  iveigb  the  Anchor,  (lei-cr  l'ancre,  Fr.)  to  heave  the  anchor  out  of  the. 
ground  by  it's  cable.     See  Catstern  and  Windlass. 

To  zieigh  the  Anchor  ic'ith  the  Iciig-boât,  (lever  l'encre  avec  la  chaloupe,  Fr.) 
is  to  draw  it  up  by  applying  mechanical  powers  to  the  buoy-rope,  and 
thereby  pidling  it  up  to  the  boat's  Item  or  ftern. 

To  u-eigh  .'he  Anchor  ly  the  hair,  is  to  weigh  it  by  the  cable  in  a  boat», 
when  the  iliip  cannot  approach  it,  or  when  the  buoy-rope  is  broke.  See 
the  French  term  Ancre,  and  the  plirafes  which  i'ucceed  in  order. 

A^CHoa-grcund,  (fond  de  bonne  teniie,  Fr.)  is  a  bottom  which  is  neither  too 
deep,  too  fliallow,  nor  rocky  -,  as  in  the  firft  the  cable  bears  too  nearly  per- 
pendicular, and  is  thereby  apt  to  jerk  the  anchor  out  of  the  ground  :  in  the 
fécond,  the  fliip's  bottom  is  apt  to  ftrike  at  low  water,  or  when  the  fea  runs 
high,  by  which  fiie  is  expofed  to  the  danger  of  finking  :  and  in  the  third, 
the  anchor  is  liable  to  hook  the  broken  and  pointed  ends  of  rocks,  and  tear 
away  it's  flukes-,  whiUl  the  cable,  from  the  fame  çaufc,  is  conltantly  in 
danger  of  being  cut  through  as  it  rubs  on  their  edges. 

AN-END,  {debout,  Fr.)  the  fituation  of  any  maft  or  boom,  when  erefted 
perpendicularly  on  the  plane  of  the  deck,  tops,  &c.  The  top-marts  are  alfo 
faid  to  be  an-end  when  they  arc  hoifted  up  to  their  ufual  ftation,  at  the 
head  of  the  lower  mails,  as  in  fig.  3,  Plate  VI. 

APEEK,  (à pique,  Fr.)  perpendicular  to  the  anchor;  a  Ihip  is  faid  to  be 
in  this  fituation,  when  the  cable  is  drawn  fo  tight  into  the  bow  as  to  brincr. 
her  diredtly  over  the  anchor,  fo  that  the  cable  bears  right  down  fro.m  the 
Ihip's  ftejii. 

APRON,  (from  a  and  foran.  Sax.)  a  platform,  or  flooring  of  plank,, 
faiftd  at  the  entrance  of  a  dock,  a  little  higher  than  the  bottom,  againft 
which  the  dock  gates,  are  fliut.     See  the  article  Dock. 

Apron,  (contre  étrave,  Fr.)  in  Ihip-building,  a  piece  of.  curved  timber- 
fixed  behind  the  lower  part  of  the  ftem,  immediately  above  the  foremoft 
end  of  the  keel.     See  plate  I.  fig.  H.  in  the  Pieces  of  the  FIull. 

The  Apron  conforms  exactly  to  the  fhape  of  the  ftem,  fo  that  when  the 

convexity  of  the  former  is  applied  to  the  concavity  of  the  latter,  it  forms 

4  one 


APR  ARC 

one  folic!  piece,  which  ferves  to  fortify  the  ftem,  and  give  it  a  firmer  con» 
nexion  with  the  keel. 

As  the  apron  is  compofed  of  tv/o  pieces  fcaifed  together,  and  ufed  to 
fiipport  the  fcarf  of  the  ftem,  it  is  ncceflary  that  the  fcarf  thereof  fliould  be 
at  Ibme  ditlance  from  that  of  the  ftem.  It  is  formed  of  the  ûmc  thicknefs 
with  the  heel  of  the  ftem;  but  it's  thicknefs  is  equal  throughout.  Some- 
times the  piece  immediately  under  the  apron  forms  a  curve,  of  which  the 
horizontal  part  covers  the  dead-wood,  whilft  the  vertical  part  corrcfponds 
with  the  infideof  tlie  ftem,  to  which  it  is  fayed,  making  the  commencement 
of  the  apron. 

Apron,  (platiue  de  lumière,  Fr.)  is  alfo  a  fquare  piece  of  lead  faftened 
over  the  touch-hole  of  the  cannon,  to  keep  tlie  charge  dry  at  fea,  or  in 
rainy  weather. 

Naval  ARCHITECTURE,  or  the  fcience  of  ftiip-building,  compre- 
hends the  theory  of  delineating  marine  veflels  upon  a  plane  ;  and  the  art  of 
framing  them  upon  the  ftocks,  according  to  the  proportions  exhibited  in 
a  regular  defign. 

All  edifices,  whether  civil  or  military,  are  known  to  be  erefted  in  confe- 
qiienceof  certain  eftabliftied  plans,  which  have  been  previoufty  altered  or 
improved  till  they  have  arrived  at  the  defired  point  of  perfection.  The 
conftruélion  of  fliips  appears  alfo  to  require  at  leaft  as  much  correiftnefs  and 
precifion  as  the  buildings  which  are  founded  upon  terra  firma  :  it  is  there- 
fore abfolutely  neceftary  that  the  mechanical  Ikill  of  the  fhipwright  ftiould 
be  aiTifted  by  plans  and  fe<ftions,  which  have  been  drawn  with  all  pofilble 
exaftnefs,  examined  by  proper  calculations,  and  fubmitted  to  the  mofl: 
accurate  fcrutiny. 

iS'lti'û/ Architecture,  or  fhip-building,  may  be  diftinguiftied  into  three 
principal  parts. 

'^   Firft,  To  give  the  ftiip  fuch  an  exterior  form  as  may  be  moft  fuitable  to 
the  fcrvice  for  which  ftie  is  defigncd. 

Secondly,  To  give  the  various  pieces  of  a  (hip  their  proper  figures  ;  to 
aftcmble  and  unite  them  into  a  firm,  compaft  frame,  io  that  by  their  com- 
bination and  difpofition  they  may  form  a  folid  fabric,  fufficient  to  anfwer 
all  the  purpofcs  for  which  it  is  intended.     And, 

Thirdly,  To  provide  convenient  accommodations  for  the  ofiicers  and 
crew,  as  well  as  fuitable  apartments  for  the  cargo,  furniture,  provifions, 
artillery  and  ammunition. 

The  exterior  figure  of  a  fliip  may  be  divided  into  the  bottom  and  upper- 
works. 

7  he  bottom,  or  quick-worlc,  contains  what  is  termed  the  iaU,  and 
■which  is  under  water  when  the  fliip  is  laden.  The  upper- works,  called  alfo 
the  dead-work,  comprehend  all  that  part  which  is  ufually  above  the  water 
when  the  fhip  is  laden 

The  figure  of  the  bottom  is  therefore  determined  by  the  qualities  which 
arc  ncceflary  for  the  veflel,  and  conformable  to  the  fcrvice  for  which  Ihe  is 
propofcd. 

C  2  The 


ARC  ARC 

The  limits  of  our  d(.Tign  will  aot  admit  of  a  minute  defcription  and  cnu» 
meration  of  all  the  pieces  of  timber  wliieh  enter  into  the  conllriidion  of  a 
fhip,  nor  of  a  particular  defcription  of  their  aflcmblage  and  union  -,  or  the 
manner  in  which  they  reciprocally  contribute  to  the  folidity  ot  thofe  floating 
citadels.  It  ncverthelels  appears  neceflary  to  give  a  general  idea  of  the  ufe, 
figure,  and  llation  of  the  principal  pieces,  to  thofe  who  are  entirely  unac- 
quainted with  the  fubject.  As  our  definitions  will  be  greatly  illullrated  alfo 
by  the  proper  figures,  we  have  annexed  to  tliis  article  a  plate  v;hich  com- 
prehencls  fome  of  the  mod  material  draughts,  as  well  as  a  reprefen Cation  of 
the  principal  pieces  employed  in  naval  architefture. 

It  is  ufual  among  fhipwrights  to  ilelineate  three  lèverai  draughts. 

Firft,  The  whole  length  of  the  ihip  is  reprefented  according  to  a  fidè- 
vicw,  perpendicular  to  the  keel,  and  is  termed  the  plane  of  elevation,  or 
fheer-draught.     Plate  I. 

Second,  The  fhip  is  exhibited  according  to  an  end  view,  and  flripped  of 
lier  planks,  lb  as  to  prefent  the  outlines  of  the  principal  timbers  ;  and  this  is 
properly  termed  the  plane  of  projedtion,  or  the  vertical  plane  of  the  timbers, 
plate  I.  becaufe  it  Ihews  the  projedion  of  their  frames  relatively  to  each  other. . 

Third,  It  is  not  fufficient  to  have  the  vertical  curves  of  the  bottom  ia 
different  places,  for  a  diftinft  idea  of  the  horizontal  curves  is  alfo  equally 
necelTary  and  uleful  :  this  is  obtained  by  means  of  water-lines,  traced  upon 
what  is  called  the  horizontal  plane.  In  this  draught,  the  curves  of  the 
tranfoms  called  the  round-aft^  is  alfo  marked,  and  Ibmetimes  the  breadtli 
and  thicknefs  of  the  timbers. 

The  plane  of  elevation,  plate  I.  determines  the  length  and  depth  of  the 
keel  ;  the  diflcrcnce  of  the  draughts  of  water  -,  the  length  and  projeftion, 
or  rake,  of  the  ftem  and  ftern-poft  ;  the  pofition  of  the  mid-fcip  frame 
upon  the  keel,  together  with  that  of  the  principal  frames  afore  and  abaft; 
the  load-water  line  ;  the  wales,  the  dimenfions  and  fituations  of  the  gun- 
ports,  the  projedbion  of  the  rails  of  the  head  and  ftern-gallery,  with  the 
nations  of  the  mafts  and  channels. 

This  draught,  however,  conveys  no  idea  of  the  vertical  curve  of  the 
ribs  or  timbers  ;  for  as  their  projedion  will  be  only  reprefented  in  a  plane 
elevated  upon  the  length  of  the  keel,  they  will  appear  in  this  diredion  no 
otherwife  than  as  ftraight  lines.  To  perceive  thefe  curves  accurately,  they 
muft  be  regarded  in  another  point  of  view,  which  will  reprefent  their  pro- 
jedion upon  a  vertical  plane,  fuppofed  to  cut  the  keel  at  right  angles  in  the 
place  where  the  fliip  is  broadeft.  For  as  all  fliips  are  broader  near  the 
middle  of  their  length  than  towards  the  extremities,  it  is  evident  that  the 
timbers  are  more  extended  in  proportion.  The  moft  capacious  of  thefe 
reprefents  what  is  called  x.h.^midjhip-frame;  and  upon  the  area  of  this  frame 
is  delineated  the  projedion  of  all  the  others. 

Thus  the  plane  of  projedion  limits  the  different  breadths  of  a  fhip  in 
various  points  of  her  length,  and  exhibits  the  outline  of  the  timbers  re- 
fpedively  to  each  other,  as  they  are  ereded  upon  the  keel.  Accordingly, 
this  draught  ought  to  prefent  a  variety  of  fedions  of  the  fhip  in  différent 
places  of  her  length,  and  always  perpendicular  to  the  furface  of  the  water; 

fo 


ARC  ARC 

fo  that  the  eye  of  the  obferver,  when  placed  in  what  may  be  properly  termed 
the  axis  of  the  fhip,  may  perceive  the  feveral  fections  at  one  glance  ;  that  is 
to  fay,  when  looking  full  on  the  llcm,  from  before  the  fliip,  (fee  plate  IV. 
-  fig.  II.)  he  fhall  difcover  the  fore-timbers  ;  and  when  looking  from  behind, 
direftly  on  the  ftern,  he  fliall  perceive  the  form  of  the  after-timbers,  (fee 
plate  X.  fig.  2.  and  ■:;.)  in  both  of  which  figures  the  fcdlions  of  the  inferior 
timbers  are  exprefled  by  curved  black  lines  drawn  upon  the  area  of  the 
midfh  p-frame,  which  is  already  delcribcd  to  be  a  plane  elevated  perpen- 
dicularly upon  the  keel  at  the  extreme  breadth  of  the  vefTel. 

To  form  a  juft  idea  of  this  plane,  therefore,  we  ought  to  fuppofe  a  fliip 
refting  upon  the  (locks,  in  the  fame  poficion  as  when  afloat  upon  the  water. 
Thus  a  variety  of  black  vertical  Imes  may  be  drawn  at  equal  diftances  upon 
the  bottom,  which  is  white,  to  form  different  outlines  of  the  Ihip  corre- 
fponding  to  the  timbers  within.  It  is  to  be  obferved,  thr.t  the  fafhion  of 
the  inferior  timbers  muft  conform  to  the  figure  of  the  midlhip-frame,  which 
is  placed  in  the  fulled  part  of  the  fhip  ;  and  as  the  planes  of  all  the  other 
timbers  diminifh  in  a  certain  progrefTion  as  they  approach  the  ftem  and  ftern, 
they  are  properly  delineated  on  the  plane  of  the  middiip-frame,  which  alfo 
reprefents  the  depth  of  the  keel  and  length  of  the  midfhip-beam.. 

As  the  two  fides  of  a  fhip  ought  to  be  exadlly  alike,  it  is  judged  fuf- 
ficient  to  reprefent  the  fedions  of  the  fore-part  of  the  fhip  on  the  left  fido, 
and  thofe  in  the  after-part  on  the  right  fide,  fo  as  to  perceive  all  the  ferions, 
as  well  afore  as  abaft,  upon  one  plane.     See  plate  I.  Projection. 

However  necefl^ary  it  may  be  to  underftand  precifely  the  vertical  curves 
of  tlie  bottom,  it  is  no  lefs  requifite  to  have  a  juft  idea  of  thofe  which  arc 
horizontal. 

The  horizontal,  or  floor  plane,  is  that  upon  which  the  whole  frame  is 
erefted,  and  will  be  more  clearly  underftood  by  previoufly  defcribing  t!ie 
water-lines  and  ribbands,  of  which  it  is  compofed. 

When  a  fliip  floats  upon  the  ftream,  it  is  evident  that  her  upper-work^ 
will  be  feparated  from  the  bottom  by  the  furface  of  the  water,  which  will 
accordingly  defcribe  an  imaginary  horizontal  line  upon  the  bottom  from  the 
ftem  to  the  ftcrn-poft. 

The  moft  elevated  of  thofe  lines  is  termed  the  load-water  line,  which 
is  fuppofed  to  be  drawn  'by  the  furface  of  the  water  on  the  upper  part  of 
the  bottom,  when  fhe  is  fufRciently  laden  for  a  fea-voyage.  For  if  we 
fuppofe  this  furface  a  rule,  and  thereby  defcribe  a  correfponding  black 
line  along  the  veflTel's  bottom,  that  line  will  be  diftinguiflied  upon  the  bot- 
tom, which  is  white,  and  reprefent  what  is  called  the  load-water  line. 

If  tile  fhip  is  lightened  of  any  part  of  her  lading,  and  prefcrves  the  fame 
diflference  in  her  draught  of  water  at  the  two  ends,  or,  what  is  the  fame 
thing,  if  fhe  is  lightened  fo  as  to  prcferve  the  fame  equilibrivim  of  the  keel 
with  regard  to  the  furface  of  the  water,  it  is  evident  that  flic  will  rife  higher 
out  of  the  water,  fo  that  the  black  line  already  defcribed  will  be  elevated 
above  it,  and  another  bl  ick  line  may  be  delineated  upon  the  bottom,  dofe 
to  the  furface  of  the  water,  wh.ch  will  exhibit  a  fécond  water-line  parallel 

to 


ARC  ARC 

to  the  firft,  but  nearer  the  keel  in  proportion  to  the  number  of  feet  which 
ilie  lliip  has  rileii. 

Thus  by  lightening  a  fliip  gradually,  and  at  the  fame  time  prefcrving  the 
dirciftion  ot  lier  kt-el,  or  tlic  .infi;lc  which  the  keel  makes  with  chc  furfacc  of 
tiic  water,  a  variet  ;,'  of  watcr-linc';  may  be  drawn  parallel  to  each  other,  and 
to  the  load-water  line.  See  a  further  illultration  of  thefc  lines  in  the  article 
Water-L,ine.     See  alio  their  figure  on  a  fliip's  bottom,  plate  I.  fig.  5. 

I'he  ribbands  arc  likewife  of  great  utility  in  fhip-building  ;  they  are  nar- 
row and  fle.xible  planks  placed  on  the  bottom  at  different  heighths,  fo  as 
to  form  a  lortof  mould  for  llationing  the  inferior  timbers  between  the  prin- 
cipal ones.  They  differ  from  the  water-lines,  inafmuch  as  the  latter  have 
only  one  curve,  which  is  liorizont;)l,  whereas  the  ribbands,  befides  their 
horizontal  one,  have  a  vertical  curve.  To  convey  a  juft  idea  of  thefc 
curves,  which  cannot  be  repreicnted  on  one  draught  at  their  full  length, 
without  an  oblique  fedlion  of  the  fliip's  length,  it  will  be  neceffary  to  have 
recourle  to  two  planes-,  that  of  tlie  elevation,  which  exhibits  their  vertical 
curve  ;  and  to  the  floor-plane,  upon  which  the  horizontal  curve  is  cxprefled. 
See  Ribbands. 

Thefe  different  lines  are  extremely  ufeful  in  exhibiting  the  various  curves 
of  a  fhip's  bottom,  that  as  they  are  gradually  diminiflied,  their  uniformity 
<jr  irregularity  may  be  difcovered  by  the  fkilful  artift. 

We  have  already  obferved,  that  the  qualities  required  in  a  Ihip  ought  to 
determine  the  figure  of  the  bottom  :  a  fhip  of  v.ar  therefore  fhould  be  able 
to  fail  fvviftly,  and  carry  her  lower  tier  of  guns  fufficiently  out  of  the  water. 
A  merchant-fliip  ought  to  contain  a  large  cargo  of  merchant-goods,  and 
be  navigated  with  few  hands  ;  and  both  fliould  be  able  to  carry  fail  firmly, 
fteer  well  ;  drive  little  to  leeward  ;  and  fuftain  the  fliocks  of  the  fea  with- 
out being  violently  Ilrained. 

T!ie  firrt  thing  to  be  eftabliflied  in  the  draught  of  a  Ihip  is  her  length; 
and  as  a  fhip  of  war,  according  to  her  rate,  is  furniflied  with  a  certain 
number  of  cannon,  which  are  placed  in  battery  on  her  decks,  it  is  neceffary 
that  a  fufficient  diftance  fliould  be  left  between  the  ports  to  work  the 
guns  with  facility,  and  particularly  to  leave  fpace  enough  between  the  fore- 
moft  gun  and  the  ftem,  and  between  the  attmoil  gun  and  the  ftern-pofton 
each  fide,  on  account  of  the  arching,  or  inward  curve  of  the  Ihip  towards 
her  extremities. 

When  the  length  of  a  Ihip  is  determined,  it  is  ufual  to  fix  her  breadth 
by  the  dimenfions  of  the  raidniip-beam.  On  this  occafisn  the  fliip- 
wrights,  for  the  moil:  part,  are  conducted  by  rules  founded  on  their 
own  obfervation  -,  for  having  ren^.arked,  that  fome  veffels,  which  by  re- 
peated experience  have  been  found  to  anfsver  all  the  purpofcs  of  navi- 
gation, have  a  certain  breadth  in  propccion  to  their  length,  they  have  in- 
ferred that  it  would  be  improper  to  depart  from  this  proportion  :  but  as 
other  fhips  have  been  conftruiStcd  v/ith  different  breadths,  which  were 
equally  perfeCf,  a  variety  of  different  general  rules  have  been  adopted  by 
thefe  artifts,  who  are  accordingly  divided  in  their  opinions  about  the  breadth 
which  ought  to  be  afiigned  to  a  fliip  relatively  with  her  length,  wliilft  each 

one 


ARC  ARC 

one  produces  reafons  anJ  experience  in  fiipport  of  his  own  ftandard.  Tiiofc 
who  would  di;ninifh  the  breadth  allege,  that  a  narrow  veflcl  meets  with  \ck 
rcfilt.ince  in  palling  througii  the  water  -,  2dly,  That  by  increafing  the  lengtli 
fhe  will  drive  \c\s  to  lee\Vurd  ;  3dly,  That  according  to  this  principle,  the 
water-lines  will  be  mure  conveniciuly  forriicd  to  divide  tiie  fluid-,  4thly, 
That  a  long  and  narrow  unp  vyill  require  lefs  fail  to  advanc?  uviitly  ;  thar 
her  mafls  will  be  lower,  and  her  rigging  lighter-,  and,  by  iiv-^nlequence,  the 
fcamen  lefs  fatigued  with  managing  the  fails,  Sec. 

Thoi'e,  on  the  contrary,  who  would  enlarge  the  breadth,  pretend,  ill. 
That  this  form  is  better  fitted  to  receive  a  good  battery  of  guns  -,  2dly, 
Th  It  there  will  be  more  room  to  work  the  guns  conveniently  ;  jdly,  That 
by  carrying  more  fail,  the  fhip  will  be  enabled  to  run  hiiler  ;  or,  that  tliis 
quality  will  at  lead  overbalance  the  advantage  whicli  the  others  have  of 
more  ealiiy  dividing  the  fluid  -,  4.thly,  That,  being  broader  at  the  load- 
water  line,  or  place  where  the  furface  of  the  water  defcribcs  a  line  round 
the  bottom,  they  will  admit  of  being  very  narrow  on  the  floor,  particularly 
towards  the  extremities  -,  and,  fthly,  'i  iiat  a  broad  vcflel  will  more  readily 
rife  upon  the  waves  than  a  narrow  one. 

From  fuch  oppofite  principles  has  refulted  that  variety  of  flrandards 
adopted  by  different  fliipwrights -,  and  a  fervile  imitation  of  thefe  me- 
chanical methods  has,  to  the  great  reproach  of  the  art,  produced  all 
thefe  pretended  rules  of  proportion  :  for  the  various  models  they  have 
hitherto  adopted  indilputably  prove  their  doubt  and  uncertainty  with  re- 
gard to  their  proper  ftandard.  Hence  thefe  pretended  myftcries  which  are 
only  to  be  revealed  to  fuch  as  are  initiated  into  the  craft  !  Hence  this  di- 
vifion  ot  the  art  into  claflcs,  or,  according  to  the  technical  term,  intO' 
families,  eath  ot  which  affects,  with  becoming  folemnity,  to  be  poflefled  of 
the  true  fecret,  in  preference  to  all  the  others  !  And  hence  violence  of  op- 
pufition,  and  mutual  contempt  amongft  the  artills  !  Indeed  nothing  ap- 
pears more  effectually  to  have  retarded  the  progrcfs  of  naval  architecture, 
than  the  involving  it  in  myfteries  which  the  profelfors  would  gravely  infi- 
nuate  are  only  intelligible  to  themfclvcs.  This  ridiculous  alil-ctation  is 
neverthelefs  tenaciouQy  retained,  notwithftanding  the  example  to  the  con- 
trary of  fome  of  the  moit  able  ihipwrights  in  Europe,  who  are  real  mafters 
of  the  theory  of  their  art,  and  do  honour  to  their  profeflion,  and  whoarejuftly 
exempted  from  the  cenkirc  to  which  the  others  arc  often  expofed. 

It  is  not  to  be  expccied  that  an  art  fo  complicated  and  various,  com- 
prehending fuch  a  diverfity  of  ftruclures,  can  be  treated  at  large  in  a 
work  of  this  fort.  To  enter  into  a  particular  detail  of  the  tluory  and 
pradlice;  to  explain  the  diflcrent  parts  with  fufficient  accuracy  and  pcr- 
fpicuity,  would  of  itfelf  require  a  large  volume,  and,  by  conlcqucnce, 
greatly  exceed  the  limits  of  our  defign.  Being  thus  necclVicatcd  to  con- 
trat: our  defcription  into  a  narrow  compafs,  it  will  be  fuflicient  to  give  a 
general  idea  of  the  fubjedt  \  to  defcribe  the  principal  pieces  of  which  a  fiiip- 
is  compofcd,  and  to  explain  the  principal  draughts  ulcd  in  the  conftrudLioii 
tliereof. 

Ae 


ARC  ARC 

As  the  feveral  lines  exhibited  in  the  planes  of  elevation,  projeétion,  Sec. 
iwili  be  rendered  more  intelligible  by  a  previous  account  of  thofe  pieces, 
it  may  not  be  improper  to  begin  with  recitiiVg  their  names,  and  giving  a 
fummary  defcription  of  their  ufes  and  ftations.  They  are  for  the  moft  part 
reprefented  according  to  tlie  order  of  their  difpofition  in  that  part  of  plate  I. 
■which  is  termed  Pieces  of  the  Hull. 

A.  The  pieces  which  compofe  the  keel,  to  be  fecurely  bolted  together, 
and  clinched. 

B.  The  ftern-pofl:,  which  is  tenented  into  the  keel,  and  connefted  to  it 
by  a  knee,  G.  It  fupports  the  rudder,  and  unites  the  fides  of  the  fliip 
abaft. 

C.  The  ftem,  which  is  compoled  of  two  pieces  fcarfed  together  :  it  is 
an  arching  piece  of  timber,  into  v/hich  the  fhip's  fides  are  united  for- 
wards 

D.  The  beams,  which  are  nfed  to  fupport  the  decks,  and  confine  the 
fides  to  their  proper  diftance. 

E.  The  faife  poll,  which  ferves  to  augment  the  breadth  of  the  ftern- 
poft,  being  alio  tenented  into  the  keel. 

F.  The  knees,  which  connect  the  beams  to  the  fides. 

G.  The  knee  of  the  ftern-poll,  which  unites  it  to  the  keel. 

H.  The  apron,  in  two  pieces  :  it  is  fayed  on  the  infide  of  the  ftem,  to 
fupport  the  fcarf  thereof;  for  which  rcafon,  the  fcarf  of  the  former  muft 
be  at  fome  diftance  from  that  of  the  latter. 

I.  The  ftcmfon,  in  two  pieces,  to  reinforce  the  fcarf  of  the  apron. 

K.  The  wing  tranfom  :  it  is  fayed  acrofs  the  ftern-poft,  and  bolted  to 
the  head  of  it,  having  it's  two  ends  let  into  the  faftiion-pieces. 

L.  The  deck-tranfom,  parallel  to  the  wing-tranfom,  and  fecured  in  the 
fame  manner. 

M.  N.  The  lower  tranfoms. 

O.  The  fafliion-piece  on  one  fide-,  the  heel  of  it  is  connedted  with  the 
dead-wood,  and  the  head  is  lecurtd  to  the  wing-tranfom. 

P.  The  top-timbers,  or  upper  parts  of  the  faftiion-pieces. 

Q^  The  knees,  which  fafiiion  the  tranloms  to  the  Ihip's  fide. 

R.  The  breaft-hooks,  in  the  hold  ;  they  are  f.:yed  acrofs  the  ftem,  to 
itrengthen  the  fore-part  of  the  ftiip. 

S.  The  breaft-hooks  of  the  deck  :  tliey  are  placed  immediately  above 
tlie  former,  and  ufed  for  the  fame  purpofes. 

T.  The  rudder,  which  is  joined  to  the  ftcrn-poft  by  hinges,  and  ferves 
to  direft  the  ftiip's  courfe. 

U.  The  floor  timbers  ;  they  are  laid  acrofs  the  keel,  to  which  they  are 
firmly  bolted. 

V.  The  lower  futtocs,  and 

W.  The  top-timbers,  which  are.all  united  to  the  floor-timbers,  forming 
a  frame  that  reaches  from  the  keel  to  the  top  of  the  fide. 

X.   The  pieces  which  compofe  the  kcllbn  :  they  are  fcarfed  together 

like  the  keel  pieces,   and  placed  over  the  middle  of  the  floor-timbers, 

4  upon 


ARC  ARC 

upon  each  of  which  they  are  fcored  about  an  inch  and  a  half,  as  exhibited 
by  the  notches. 

Y.  The  feveral  pieces  of  the  knee  of  the  head  -,  the  lower  part  of  which 
is  fayed  to  the  ftem  ;  the  heel  being  fcarfed  to  the  fore-foot. 

Z.  The  cheeks  of  the  head  or  knees,  which  conneft  the  head  to  the 
bows  on  each  fide. 

&.  The  ftandard  of  the  head  which  faftens  it  to  the  ftem. 

a.  The  catheads,  one  of  which  lies  on  each  bow,  projedting  outwards 
like  the  arm  of  a  crane.  They  are  uied  to  draw  the  anchors  up  to  the  top 
of  the  fide  without  injuring  the  bow. 

b.  The  bits,  to  which  the  cable  is  faftened  when  the  Ihip  rides  at 
anchor. 

c.  The  falfe  poft,  in  two  pieces,  fayed  to  the  fore  part  of  the  ftern-poft, 

d.  The  fide-counter-timbers,  which  terminate  the  Ihip  abaft  within  the 
quarter-gallery. 

e  e.  Two  pieces  of  dead  wood,  one  afore,  and  another  abaft,  fayed  on 
the  keel. 

In  vefTels  of  war,  the  general  dimtnfions  are  eftablifhed  by  authority  of 
officers  appointed  by  the  government  to  fuperintend  the  building  of  (hips. 
In  the  merchants  fervice,  the  extreme  breadth,  length  of  the  keel,  depth 
in  the  hold,  heighth  between-decks  and  in  the  waift,  are  agreed  on  by  con- 
trat ;  and  from  thcfe  dimcnfions  the  fhipwright  is  to  form  a  draught  fuit- 
able  to  the  trade  for  which  the  fliip  is  defigned. 

In  projedting  the  draught  of  a  vefiel  of  war,  the  firft  article  to  be  con- 
fidercd  is  her  length.  As  all  Ihips  are  much  longer  above  than  below, 
it  is  alfo  neccfiary  to  diftinguiili  the  prccile  part  of  her  heighth,  from 
which  her  length  is  taken  :  this  is  ulually  the  lower  gun-deck,  or  the 
load  w.iter-linc.  It  has  been  already  obferved,  that  water-lines  are 
dclcrJbed  longitudinally  on  a  fliip's  bottom  by  the  iurface  of  the  water 
in  which  flie  floats,  and  that  the  line  which  determines  her  depth  un- 
der the  water  is  ulually  termed  tlie  load-water-line.  In  this  draught  it 
will  be  particularly  nccefl^ary  to  leave  lutBcient  diftance  between  the 
ports. 

The  next  objedl  is  to  eftablifli  the  breadth  by  the  midfliip-beam.  Al- 
though tliere  is  great  difference  of  opinion  about  pro[;orticning  the 
breadth  to  the  length,  yet  it  is  moft  ufu.il  to  conform  to  the  dimenfions 
of  ihips  of  the  lame  rate.  After  the  dimenfi:)ns  of  the  breadth  and 
length  are  determined,  the  depth  of  the  hold  muft  be  fixed,  which  is 
generally  half  the  breadth  :  but  tlie  form  of  the  body  fliould  be  con- 
iidercd  on  this  occafion  -,  for  a  flat  floor  will  require  lefs  depth  in  the 
hold  than  a  Iharp  one.  The  diftance  between  the  decks  muft  alfo  be 
fettled. 

We  may  then  proceed  to  fix  the  length  of  the  keel,  by  which  we  lliall 
be  enabled  to  judge  of  the  rake  of  ehe  ftem  and  ftern-pcft.  'I'he  rake  is 
known  to  be  the  projection  of  the  fliip  at  the  heighth  of  the  ftem  and 
ftern-poft,  beyond  the  ends  of  the  keel  afore  and  ab.ift  -,   or  the  anale  by 

I)  \\\v.d\ 


ARC  ARC 

•which  the  length  is  iicreafed  as  the  fabric  rifcs.     To  thefe  we  may  allb 
add  the  hcighih  of  the  Item  and  wiiig-tranfoni. 

After  theie  dimcn fions  are  fettled,  may  be  confidcred  the  timbers  which 
form  the  fides  of  the  fhip.  A  frame  of  timbers,  which  appears  to  be  one 
continued  piece,  is  compofed  of  one  floor-timber,  U,  whole  arms  branch 
outward  to  both  fides  of  the  fliip  :  (Sec  plate  I.  Pieces  of  the  Hull)  two 
or  three  futcocks,  V  V,  and  a  top-timber,  W.  The  futtocks  are  con- 
ncfted  to  the  upper  arms  of  the  floor-timbers  on  each  fide  of  the  fhip,  and 
ferve  to  prolong  the  timber  in  a  verrical  dire<5tion  :  and  the  top-timbers  are 
placed  at  the  upper  part  of  the  futtocks  for  the  fame  purpofe.  All  thefe 
being  united,  and  fecured  by  crofs-bars,  form  a  circular  inclofure,  which 
is  called  a  frame  of  timbers,  (couple  d'un  icijfeati,  Fr.)  And  as  a  fliip  is  much 
broader  at  the  middle  than  at  the  extremities,  the  arms  of  the  floor-timber 
will  form  a  very  obtufe  angle  at  the  extreme  breadth  -,  but  this  angle  de- 
creafes  in  proportion  to  the  di dance  of  the  timbers  from  the  midfhip-frame, 
fo  that  the  foremoft  and  aftmoft  ones  will  form  a  very  acute  angle.  Floor- 
timbers  of  the  latter  fort  are  ufually  called  crutches. 

Shipwrights  differ  extremely  in  determining  the  dation  of  the  midfliip- 
frame  ;  fome  placing  it  at  the  middle  of  the  fliip's  length,  and  others  fur- 
ther forward.  They  wlio  place  it  before  the  middle  allcdge,  that  if  a 
ftiip  is  full  forward,  fhe  will  meet  with  no  refiftance  after  flie  has  opened 
a  column  of  water  -,  and  that  the  water  fo  difplaced  will  eafily  unite  abaft, 
and  by  that  means  force  the  fliip  forward  -,  befides  having  more  power  or» 
the  rudder,  in  proportion  to  it's  diftance  from  the  centre  ot  gravity  :  this 
alio  comes  nearer  the  form  of  fiflies,  which  Ihould  feem  the  moft  advan- 
tageous for  dividing  the  fluid. 

When  the  rifing  of  the  midfliip-floor-timber  is  decided,  we  may  then 
proceed  to  delcribc  the  rifing-line  of  the  floor,  on  the  fl:ern-poft  abaft,  and 
on  the  ftem  afore. 

The  heighth  of  the  lov;er-deck  is  the  next  thing  to  be  confidered.  It  is 
determined  in  the  middle  by  the  depth  of  the  hold  ;  and  fome  builders 
make  it  no  higher  than  the  Item  -,  but  they  raife  it  abaft  as  much  above  it's 
heio-hth  in  the  middle  as  the  load-water-mark,  or  draught  of  water  abaft, 
exceeds  that  afore.  With  regard  to  the  heighth  between  decks,  it  is  alto- 
gether arbitrary,  and  muft  be  determined  by  the  rate  of  the  fhip,  and  the 
fervice  fhe  is  defigned  for. 

It  is  alfo  neceflfary  to  remember  the  Iheer  of  the  wales,  and  to  give  them 
a  proper  hanging  ;  becaufe  the  beauty  and  (latelinefs  of  a  fhip  greatly  c;e- 
pend  upoa  their  figure  and  curve,  which,  if  properly  drawn,  will  make  her 
appear  airy  and  graceful  on  the  water. 

We  come  now  to  confider  the  upper-works,  and  all  that  is  above  water, 
called  the  dead-work  :  and  here  the  fliip  muft  be  narrower,  fo  that  all 
the  weight  lying  above  the  load-water-line  may  thereby  be  brought  nearer 
the  middle  of  the  breadth,  when  of  courfe  the  fhip  will  be  lefs  ftrained 
by  the  v,forking  of  her  guns,  &c.  But  although  fome  advantages  are 
acquired  by  diminifhing  the  breadth  above  water,  we  muft  be  careful 
not  to  narrow  her  too  much  ;  as  there  muft  be  fuflicient  room  left  on  the 

upper- 


ARC  AUG 

upper-deck  for  the  guns  to  recoil.  The  fecurity  of  the  mafts  fhould  like- 
wiie  be  remembered,  which  requires  fufficient  breadth  to  Ipread  the 
fhrouds.  A  deficiency  of  this  fort  may  indeed  be  in  fome  meafure  fupplied 
by  enlarging  the  breadth  of  the  channels. 

With  regard  to  the  qualities  required  in  the  conftruflion  of  a  fliip,  to 
fit  her  out  for  the  various  purpoies  of  navigation,  the  reader  is  referred  to 
the  article  Bottom. 

We  fliall  now  proceed  to  explain  the  flieer  draught,  or  plane  of  eleva- 
tion^ of  a  fixty-gun  fhip  -,  wherein  we  have  been  attentive  to  make  the 
fame  letters  refer  to  the  iame  objeds,  as  in  the  explanation  of  the 
Pieces,  as  above  -,  at  ienft  when  the  fame  objefts  are  in  both  figures.  This 
condudl  we  fhall  invariably  purfue  throughout  this  work,  although  it 
feems  to  have  been  forgot  by  our  predeceflbrs.  Thus  in  all  the  plates  of 
fhip-building,  the  keel,  whether  feparate  or  joined,  is  reprefented  by  A, 
the  ftern-poll  by  B,  the  ftem  by  C,  the  beams  by  D  ;  uniefs  where  thofe 
objecSts  do  not  all  appear,  and  then  fomething  elfe  is  placed  inftead  thereof. 
Thus  in  plate  III.  of  the  deck,  where  the  !:eel  cannot  be  feen,  the  main 
hatchway  is  reprefented  by  A,  as  not  being  inferted  in  any  figure  wherein 
the  keel  appears. 

A  A.  The  keel,  whofe  upper  edge  is  prolonged  by  the  dotted  line  p  q, 
upon  the  extremities  of  which  are  ereded  perpendiculars  which  determine 
the  heighth  of  the  wing-tranfom,  K,  the  length  of  the  gun-deck,  K  C. 

A  B.  The  flern-poft. 

A  C.  The  flem. 

D  D.  The  quarter-gallery,  with  it's  windows. 

E  F.  The  quarter-pieces,  which  limit  the  ftern  on  each  fide. 

F.  The  taffarel,  or  upper  piece  of  the  ftern. 

F  G.  Profile  of  the  ftern,  with  it's  galleries. 

H.  The  gun  ports. 

I.  The  channels,  with  their  dead-eyes  and  chain-plates. 

K.  The  wing-tranfom. 

K  G.  The  counter. 

L  B.  The  deck-tranfom. 

M  N  O.  The  firft,  fécond,  and  third  tranfoms,  of  which  O  /t  is  the  third 
or  loweft. 

w;  O  L  P.  The  diredlion  of  the  fafhion-piece,  having  it's  breadth  canted 
aft  towards  the  ftern. 

Q^R.  The  main  flacds,  for  hoifting  in  the  boats  clear  of  the  fliip's  fide. 

L  Q^Z.  The  main  wale,  with  it's  ftieer  afore  and  abaft. 

D  R  X.  The  ciiannel  wales,  parallel  to  the  main  wale. 

SUS.  The  fheer  rail,  parallel  to  the  wales. 

T  /.  The  rudder. 

A  t  F.  The  rake  of  the  ftern. 

V  W  V.  The  wairt-rail. 

P  /  /.  The  drift-rails  abaft  j  and  /  a,  the  drift-rails  forward, 

T  U  C.  The  water-line. 

D  2  XX.  The 


ARC  ARC 

X  X.  The  rails  of  the  head. 

Y.  1  he  knee  of  the  head,  or  cutwater. 

Z  Z.  The  cheeks  of  the  head. 

a  a.  The  cat-head. 

M  ©  C.  The  rifing  line  of  the  floor. 

k  uC.  The  cutting-down  line,  which  limits  the  thicknefsof  all  the  floor- 
timbers,  and  likjwife  the  heighth  of  the  dead-wood  afore  and  abaft. 

®  «  U  W.  The  midlhip-frame. 

a,  b,  c,  d,  e,f,  g,  h.  The  frames  or  timbers  in  the  fore-body  of  the  (hip, 
i.  e.  before  the  midlhip-frame. 

I,  2,  3,  4,  5,  6,  7,  8,  9.  The  timbers  in  the  after-body,  or  which  arc 
ereded  abaft  the  midfhip-frame. 

As  the  eye  of  a  fpcftator  is  fuppofed  in  this  projedion  to  view  the 
ihip's  fide  in  a  line  perpendicular  to  the  plane  of  elevation,  it  is  evident 
that  the  convexity  will  vanifh,  like  that  of  a  cylinder  or  globe,  when  viewed 
at  a  cor.fiderable  diftance  ;  and  that  the  frames  will  conlequently  be  repre- 
fented  by  Itraight  lines,  except  the  fafhion-piece  abaft  and  the  knuckle- 
timber  forward. 

It  has  been  already  obferved,  that  the  plane  of  projeftion  may  be  defined 
a  vertical  delineation  of  the  curves  of  the  timbers  upon  the  plane  of  the 
midfliip-frame,  which  is  perpendicular  to  tliat  of  the  elevation.  It  is  ne- 
ceflary  to  obferve  here,  that  the  various  methods,  by  which  tiiefe  curves 
are  defcribed,  are  equally  mechanical  and  arbitrary.  In  the  latter  fenfe, 
they  are  calculated  to  make  a  lliip  fuller  or  narrower  according  to  the  fer- 
vice  for  which  Ihe  is  defigncd,  and  in  the  former  they  are  drawn  according 
to  thole  rules  which  the  artift  has  been  implicitly  taught  to  follow,  or 
which  his  fancy  or  judgment  has  efteemed  the  moft  accurate  and  conve- 
nient. They  are  generally  compoled  of  feveral  arches  of  a  circle,  recon- 
ciled together  by  moulds  framed  for  that  purpofe.  The  radii  of  thole  arches 
therefore  arc  of  different  lengths,  according  to  the  breadth  of  the  fliip  in 
the  place  where  fuch  arches  are  fwept  -,  and  they  are  exprefTedon  the  plane 
of  projeftion  either  by  horizontal  or  perpendicular  lines  -,  the  radii  of  the 
breadth-fweeps  being  always  in  the  former,  and  the  radii  of  the  fioor-fweeps 
in  the  latter  direction.  Thefe  two  arches  are  joined  by  a  third,  which  coin- 
cides with  both,  without  interfering  cither.  The  curve  of  the  top-timber 
is  eiiher  formed  by  a  mould  which  corrcfponds  to  the  arch  of  the  breadth- 
fweep,  or  by  another  fweep,  whole  center  and  radius  are  without  the  plane 
of  projeftion.  The  breadth  of  the  fhip  at  every  top-timber  is  limited  by  an 
horizontal  line  drawn  on  the  floor-plane,  called  the  half-breadth  of  the  top- 
timbers.  The  extreme  breadth  is  alio  determined  by  another  horizontal 
line  on  the  floor-plane-,  and  the  lines  of  half-breadth  are  thus  mutually 
transferable,  from  the  projeftion  and  floor-planes,  to  each  other. 

The  neceffary  data  by  which  the  curves  of  the  timbers  are  delineated 
then  are,  the  perpendicular  heighth  from  the  keel,  the  main  or  princi- 
pal breadth,  and  the  top-timber-breadth  :  for  as  a  Ihip  is  much  broader 
near  the  middle  of  her  length  than  towards  the  ends,  fo  fhe  is  broader 

ia 


ARC  ARC 

in  the  middle  of  her  heighth  than  above  and  below  -,  and  this  hitter  differ- 
ence of  breadth  is  continued  throughout  every  point  of  her  length.  The 
main  breadth  of  each  frame  of  timbers  is  therefore  the  fhip's  breadth  nearly 
in  the  middle  of  her  heighth  in  that  part  :  and  the  top-timber  breadth  is  the 
line  of  her  breadth  near  the  upper  ends  of  each  timber.  It  has  been  already 
obferved,  that  as  both  fides  of  a  fliip  are  alike,  the  artificers  only  draw  one 
fide,  from  which  both  fides  of  the  fliip  are  built  :  therefore  the  timbers 
abaft  the  midfhip-frame  are  exhibited  on  one  fide  of  the  plane  of  projec- 
tion, and  the  timbers  before  it  on  the  other. 

Plane  of  PROJECTION,    Plate  I. 

A.  The  Iceel. 

B  C.  The  line  which  expreffes  the  upper-edge  of  the  keel,  from  which 
the  heighth  of  each  timber  and  heighth  of  it's  different  breadths  are  mea- 
fured. 

B  D  and  C  E.  Perpendiculars  raifed  on  the  line  B  C,  to  limit  the  fliip's 
extreme  breadth  and  heighth  amid-fliips  ;  or,  in  other  words,  to  limit  the 
breadth  and  heighth  of  the  midfliip-frame. 

A  F.  A  perpendicular  ereded  from  the  middle  of  the  keel  to  bifedl  the 
line  of  the  (hip's  breadth  in  two  equal  parts. 

F  #  9.  The  half-breadth  Tme  of  the  aftmoft  top-timber  ;  being  the 
uppcrmoft  horizontal  line  in  this  figure. 

Note.  The  feven  lines  parallel  to,  and  immediately  under  this,  on  the 
right  fide  of  the  line  A  F,  are  all  top-timber  half-breadths,  abaft  the 
midfhip-frame  -,  the  lowed  of  which  coincides  with  the  horizontal  line 
DE. 

The  parallel  horizontal  lines  nearly  oppofite  to  thefe,  on  the  left  fide  of 
the  line  A  F,  reprelent  the  top-timber  half-breadths  in  the  fore-body,  or 
the  half-breadths  of  the  top-timbers  before  the  midfliip-frame. 

G,  H,  I,  Q,  R,  S,  T.  The  radii  of  the  breadth-fweeps  abaft  the  mid- 
fhip-frame ;  thofe  of  the  breadth-fweeps  in  the  fore- body,  or  before  the 
midfiiip-frame,  are  direftly  oppofite  on  the  right  fide. 

®  A  ®.  The  midfliip-frame,  from  the  extreme  breadth  downwards. 

I,  2,  3,  4,  5,  6,  7,  8,  9.  The  outlines  of  the  timbers  abaft  the  midfliip- 
frame,  in  difiercnt  parts  of  their  heighth. 

a,  b,  c,  ^,  ^, /,  ,if,  h-  The  outlines  of  the  timbers  before  the  midlhip- 
frame,  in  different  parts  of  their  heighth,  /.-  being  the  foremolt,  or  knuckle 
timber. 

K  /'.  The  wing-tranfom,  whofe  ends  refl:  upon  the  fafliion-plece. 

L.   The  deck-tranlbm,  parallel  to,  and  untler  the  wing-tranlbm. 

M  N  O.  'Ihe  lower-tranioms,  of  which  O  k  is  the  third  and  loweft. 

m  k  P.  The  dotted  line,  which  exprefles  the  figure  of  the  fafliion  piece, 
without  being  canted  alt. 

P.  The  upper-part,  or  top-timber  of  the  fafhion-pRce. 

»,  Û,  p,  q,  r,f.  The  radTi  of  tlie  floor-fwcci^s,  abalt  the  midfliip-frame  : 
thofe  before  the  midfliip-frame  arc  on  the  oppofite  fide  of  the  line  A  F,  to 
which  they  are  all  parallel. 

iftR' 


ARC  ARC 

ift  R''.  2d  R**.  3ci  R"*.  4th  Rj.  The  diagonal  ribbands  abaft  the  midfhips. 

/,  K,  >.\y.    l  he  fame  ribbands  exprefled  in  the  fore-body. 

It  has  been  remarked  above,  that  the  horizontal  plane  is  compofed  of 
■water-lines  and  ribbands  -,  it  alio  contains  the  main  and  top-timber 
breadth-lines,  or  the  longitudinal  lines  by  which  the  main-breadth  and  top- 
timber-breadth  arc  limited  in  every  point  of  the  fhip's  length.  The  hori- 
zont.il  curve  of  the  tranfoms  and  harpins  are  alfo  reprefcnted  therein,  to- 
gether with  the  planes  of  the  principal  timbers  ;  the  cant  of  the  fafhion- 
piece,  the  length  of  the  rake  afore  and  abaft,  the  projection  of  the  cat- 
heads, and  the  curve  of  the  upper-rail  of  the  head,  to  which  the  curves  of 
the  lower  ones  are  ufually  parallel. 

HORIZONTAL     PLANE.     Plate  I. 

B  A  C.  The  line  of  the  Ihip's  length,  paffing  through  the  middle  of  the 
ftem  and  ftern-poft. 

B.  The  upper-end  of  the  ftern-poft. 

C.  The  upper-end  of  the  ftem. 

B  F.  The  length  of  the  rake  abaft. 

D  W  X.  The  top-timber-breadth  line,  or  the  line  which  limits  the  breadth 
of  each  top-timber. 

D  F.  The  breadth  of  the  aftmoft  timber  at  the  taftarel. 

B  K.  The  wing-tranfom. 

B  L  P.  The  horizontal  curve  of  the  dcck-tranfom. 

M  M.   The  horizontal  curve,  or  round-aft,  of  the  firft  tranfom. 

M  N.  The  horizontal  curve  of  the  fécond  tranfom  :  it  is  prolonged  into 
a  water-line,  N  8  7. 

k  O.  The  horizontal  curve  of  the  third  tranfom,  which  is  alfo  prolonged 
into  another  water-line,  O,  «,  U,  />,  Q. 

;«  O  P.  The  plane  of  the  fafliion-piece,  as  canted  aft. 

®  VV  LT.  The  plane  of  the  midfhip-frame. 

c,  b,  c,  d,  e,/,  h.  The  planes  of  the  timbers  before  the  midfhip-frame. 

I5  2,  --,  4,  5,  6,  7,  8,  9.  The  planes  of  the  timbers  abaft  the  midfhip- 
frame. 

X  X.  The  figure  of  the  upper-rail  of  the  head. 

C  Y.  The  projection  of  the  knee  of  the  head. 

The  third  horizontal  ribband  is  marked  on  the  plate. 

a  a.  The  projeftion  of  the  cat-head. 

Thus  we  have  endeavoured  briefly  to  explain  the  nature  and  ufes  of  the 
principal  draughts  uled  in  the  conftruclion  of  a  fliip,  which  reciprocally 
correfpond  with  each  other  in  the  dimenfions  of  length,  breadth,  and 
depth.  Thus  the  plune  of  elevation  is  exadly  of  the  fame  length  with  the 
horizontal  or  floor-plane.  The  lèverai  breadths  of  the  timbers  in  the  floor- 
plane  and  that  of  the  projcftion  are  mutually  transferable  ;  and  the  real 
heighth  of  the  timbers  in  the  projeélion  exactly  conforms  to  their  heighth 
in  the  elevation.  Thus  let  it  be  required  to  transfer  the  heighth  of  the 
wing-tranfom  from  the  elevation  to  the  projection  : 

2  Extend 


ARC  ARC 

Extend  the  conipaffcs  from  the  point  K,  in  the  elevation,  down  to  the 
dotted  line  prolonged  trotn  the  upper-edge  of  the  keel,  and  Jetting  the 
other  foot  in  the  point/»,  then  (hall  the  line  Kp  be  the  perpendicular  heighth 
of  the  wing-tranfom  :  transfer  this  from  the  middh  of  the  line  B  A  C,  in 
the  projeétion,  to  the  point  K  in  the  perpendicular  A  F,  then  will  A  K  be 
the  heighth  of  the  wing-tranfom  in  the  plane  of  projedtion  :  and  thus  the 
heighth  of  all  the  tranfoms  may  be  laid  from  the  former  upon  the  latter. 

Again,  let  it  be  required  to  transfer  the  main-breadth  of  the  midihip- 
frame  from  the  projeftion  to  the  horizontal  plane  :  Set  one  foot  of  the 
compafTes  in  the  point  ©  on  the  perpendicular  C  E,  and  extend  the  other 
along  the  main-breadth- fweep  ®  G,  till  it  touches  the  perpendicular  A  F 
parallel  to  C  E  :  lay  this  diftance  upon  the  horizontal  plane  from  the  point 
«  in  the  line  of  the  Ihip's  length,  BAC,  along  the  plane  of  the  midtliip- 
frame  to  the  point  ©  -,  fo  fhali  the  line  ©  W  U  be  the  breadth  of  the  mid- 
fliip-frame  on  the  horizontal  plane. 

Thus  alfo  the  top-timber-breadth,  or  the  diftance  of  each  top-timber 
from  the  middle  of  the  iTiip's  breadth,  may  be  in  the  lame  manner  tranf- 
fered,  by  extending  the  compaflcs  from  the  line  B  A  C,  in  the  horizontal 
plane,  to  the  top-timber-breadth  line,  upon  any  particular  timber,  as  i, 
2,   3,  &c.  which  will  give  it's  proper  dimenfions  thereon. 

In  the  fame  manner  the  breadths  of  all  the  timbers  may  be  laid  from 
the  projeélion  to  the  horizontal  plane,  and  vice  verfû,  from  that  to  the  pro- 
jedtion.  Thus  the  heighth  of  each  timber  may  alio  be  transfered  from  the 
clev..tion  to  the  projettion,  &c. 

The  principal  utility  of  thefe  draughts  therefore  is  to  exhibit  the  va- 
rious curves  of  the  (hip's  body,  and  of  the  pieces  of  which  it  is  framed, 
in  different  points  of  view,  which  are  either  tranfverfe  or  longitudinal, 
and  will  accordingly  prefent  them  in  very  different  direftions.  Thus  the 
horizontal  curves  of  the  tranfoms  and  water-lines  are  reprefented  on  the 
floor-plane,  all  of  which  are  nearly  ftraight  lines  in  the  elevation  and  pro- 
jccftion  9  and  thus  the  vertical  curves  of  the  timbers  are  all  exhibited  on 
the  projeftion,  although  they  appear  as  (traight  lines  in  tlte  elevation  and 
floor-plane. 

Before  this  article  is  clofed,  it  may  be  neceflary  to  remark,  that  tiie  va- 
rious pieces  reprefented  in  plate  I.  as  well  as  the  lines  in  the  draughts 
which  have  not  been  already  defined,  are  copiouily  explained  in  their  pro- 
per places  ;  as  it  would  have  been  contrary  to  the  plan  of  this  work  to 
have  given  a  more  enlarged  delcription  of  them  here. 

That  the  reader,  however,  might  be  better  enabled  to  comprehend  the 
fcope  of  this  article,  it  was  judged  necelfary  to  give  a  general  (ketch  of 
naval  architedurc  itlelf -,  to  colled  into  one  point  of  view  the  moft  mate- 
rial draughts  by  which  a  fliip  is  conftrudcd,  and  to  delcribe,  as  concilcly 
as  pofTible,  the  lèverai  parts  of  which  they  are  compoled. 

1  he  principal  parts  of  a  (hip  alio,  which  are  here  reduced  into  a  narrow 
compals,  will  be  reprefented  at  large  in  different  places  of  this  work,  to 
Ulultrate  thofe  cxpl  mations  to  which  it  may  be  ncccllary  to  refer,  in  order 
to  underlland  the  lubjeft  more  clearly.     Thus  the  (tern,  the  quarter,  the*  ^ 

midlhip- 


ARM  AVE 

midfhip-frame,  the  bow  and  head,  of  a  fhip  of  74  guns,  are  exhibited  on 
A  leak  of  ^  of  an  inch  to  a  foot  -,  by  which  all  the  fubordinatc  parts  may 
be  diftindtly  viewed,  and  their  combination  and  arrangement  fufficiently 
underftood. 

ARMED-SHIP,  (vaijfeau  armé  en  guerre  capr-i,  Fr.)  a  vefTcl  occafionally 
taken  into  the  fervice  of  the  government  in  time  of  war,  and  employed  to 
guard  Ibme  particular  coaft,  or  attend  on  a  fleet.  She  is  therefore  armed 
and  equipped  in  all  refpefts  like  a  fliip  of  war,  and  commanded  by  an  officer 
of  the  navy,  who  has  the  rank  of  mafter  and  commander.  All  fliips  of 
this  fort  are  upon  the  eftablilhrnent  of  the  King's  (loops,  having  a  lieute- 
nant, mafter,  purfer,  furgeon,  &c. 

7'<j/>-Armol'r.     See  the  article  Top. 

ASHORE,  (from  a  and  Jhore)  on  the  fhore,  or  land,  as  oppofed  to 
aboard. 

A  fliip  is  faid  to  be  Ashore,  (échoué,  Fr.)  when  fhe  has  run  upon  tlie 
ground,  or  on  the  fea-coaft,  either  by  defign  or  accident. 

ASTERN,  (au  derrière,  Fr.  Irom  a  and  Jlecrn,  Sax.)  any  diftance  be- 
hind a  fliip,  as  oppofed  to  a-head,  which  is  before  her.  Thus,  when  fouth 
is  a-bead,  or  on  the  line  to  which  the  ftem  is  dire£led,  north  will  be  ajlern. 

ATHWART,  (par  le  travers,  Fr.  from  a  and  tiuert,  Dan.  tranfvcrfe) 
when  ufcd  in  navigation,  implies  acrofs  the  line  of  the  courfe  ;  as,  we  dif- 
covered  a  fleet  at  day-break  Handing  athtvart  us,  i.  e.  fleering  acrofs  our 
way. 

Ati.'wakt-Hawse,  the  fituation  of  a  fliip  when  flie  is  driven  by  the 
wind,  tide,  or  other  accident,  acrofs  the  fore-part  of  another.  This  phrafe 
is  equally  applied  when  the  fliips  bear  againfl:  each  other,  or  when  they  are 
at  a  fmall  ch'ftancc  -,  the  tranfverfe  pofition  of  the  former  to  the  latter  be- 
ing principally  underftood. 

Athwart  the  fcre-fcot,  a  phrafe  employed  to  denote  the  flight  of  a 
cannon  ball,  as  fired  from  one  fliip  acrofs  the  line  of  anotlier's  courfe, 
to  intercept  the  latter,  and  compel  her  to  fliorten  fail  till  the  former 
approaches  near  enough  to  examine  her.  The  fcre-fcot  is  the  lower  part 
of  the  ftem  ;  fo  that  the  fliot  flying  acrofs  it  is  faid  to  be  fired  athtvart  the 
fore-foot. 

Athwart-Ships,  reaching  acrofs  the  fliip,  from  one  fide  to  the 
other. 

ATRIP,  (trepcr,  Fr.  trippen,  Dutch)  is  applied  differently  to  the  anchor 
and  the  i'ails.  The  anchor  is  ctrip,  dcra)igce,  when  it  is  drawn  out  of  the 
ground  in  a  perpendicular  direction,  either  by  the  cable  or  buoy-rope.  The 
top-fails  are  faid  to  be  atrip,  when  they  are  hoifted  up  to  the  maft-head,  or 
to  their  utmoft  extent. 

AVAST,  the  order  to  ftop,  or  paufe,  in  any  exercife. 

AVERAGE,  in  commerce,  (avarie.  Ft.  averagitim,  hut.)  the  accidents 
and  misfortunes  which  happen  to  fliips  and  their  cargoes,  from  the  time 
of  their  loading  and  failing,  till  their  return  and  unlading.  It  is  divided 
into  three  kinds,  i.  The  Ample  or  particular  «wraj'e,  which  confifts  in 
the  extraordinary  expences  incurred  for  the  fliip  alone,  or  for  the  mer- 
3  chandife 


AVE  A     Z     I 

chandize  alone;  fuch  as  the  lofs  of  anchors,  mafts,  and  rigging,  occafioned 
by  the  common  accidents  at  fca  -,  the  damages  which  happen  to  mcrclian- 
difes  by  ftorms,  capture,  fhipwreck,  wet,  or  rotting  -,  all  which  mufl:  be 
borne  and  paid  by  the  thing  that  fuffered  the  damage.  2.  The  large  and 
common  average,  being  thole  expcnces  incured,  and  damages  fullained,  for 
the  common  good  and  fecurity,  both  of  the  merchandifc  and  veflcl,  con- 
fequently  to  be  borne  by  the  Ihip  and  cargo,  and  to  be  regulated  upon  the 
whole.  Of  this  number  are  the  goods  or  money  given  for  the  ranlom  of 
the  fliip  and  cargo  ;  things  thrown  overboard  for  the  fafety  of  the  fliip  -, 
the  expcnces  of  unlading,  or  entering  into  a  river  or  harbour,  and  the  pro- 
vifions  and  hire  of  the  failors  when  the  fhip  is  put  under  embargo.  3.  The 
fmall  averages,  which  are  cxpences  for  towing  and  piloting  the  Ihip  out  of, 
or  into  harbours,  creeks,  or  rivers  -,  one  third  of  which  mud  be  charged  to 
the  fliip,  and  two  thirds  to  the  cargo. 

Average  is  more  particularly  uied  for  a  certain  contribution  that  mer- 
chants make  proportionably  towards  their  lofl*es.  It  alfo  fignifies  a  fmall 
duty  which  the  merchants,  who  fend  goods  in  another  man's  fliip,  pay  to 
the  mader,  for  his  care  of  them,  over  and  above  the  freight.  Hence  it  is 
exprefied  in  the  bills  of  lading,  paying  fo  much  freight  for  the  faid  goods, 
■with  damage  and  average  accuftomed. 

AUGER,  (augure,  tarriére,  Fr.)  a  wimble,  carpenter's  tool  for  boreing. 

AWEIGH,  (a  quitte,  Fr.  of  a  and  weigh)  the  ftate  of  the  anchor  when 
it  is  drawn  out  of  the  ground  in  a  perpendicular  direilion,  as  in  fig.  6.  plate  I. 
by  the  application  of  mechanical  powers,  as  a  capftern  or  windlais,  to  the 
cable  within  the  fli  p  -,  fo  that  aweigh  is  fynonimous  to  atrip. 

AWNING,  (tendelet,  from  auhie,  Fr.)  a  canopy  of  canvafs  extending 
over  the  decks  of  a  fliip  in  hot  weather,  for  the  convenience  of  the  officers 
and  crew,  and  to  prcferve  the  decks  from  being  cracked  or  fplit,  ebaroui^ 
by  the  heat  of  the  lun.  The  awning  is  fupported  by  a  range  of  light  polls, 
called  flanchions,  which  are  ereded  along  the  fliip's  fide  on  the  right  and 
left  ;  it  is  alfo  fufpendcd  in  the  middle  by  a  complication  of  fmall  cords, 
called  a  crowtoot.     See  the  article  Crowfoot. 

AZIIVlUTH-CoMPASs,  an  inflrument  employed  to  difcover  the  mag- 
netical  azimuth  or  amplitude  of  any  heavenly  objeft.  This  operation  ia 
performed  at  fea,  to  find  the  exadi  variation  of  the  magnetical  needle. 
The  compafs  will  be  defcribed  in  it's  proper  place  :  it  is,  however,  necef- 
fary  here  to  explain  the  additional  contrivance  by  whicli  it  is  fited  to  take 
the  magnetical  azimuth,  or  amplitude,  of  the  fun  or  ftars,  or  the  bearings 
of  head-lands,  fliips,  and  other  objeds  at  a  diflance. 

The  brafs  edge,  originally  defigncd  to  fupport  the  card,  and  throw  the 
weight  thereof  as  near  the  circumference  as  pofhble,  is  itfelf  divided  into 
degrees  and  halves  -,  which  may  be  eafily  eftimated  into  fmallcr  parts, 
if  neccflary.  The  divifions  are  determined  by  means  of  a  cat-gut  line 
ftrctched  perpendicularly  with  the  box,  as  near  the  brafs  edge  as  may  be, 
that  the  parallax  arifing  from  a  different  pofition  of  the  oblerver  may  be  as 
little  as  poinblc. 

E  There 


A     Z     I  A     Z     I 

:  Tliere  is  alio  added  an  index  at  the  top  of  the  inner  box,  which  may  be 
fixed  on  or  taken  oiY  at  plcafure,  and  ferves  tor  all  altitudes  of  the  objeft. 
It  confifts  of  a  bur,  equal  in  length  to  the  diameter  of  the  inner- box,  each 
end  being  fiirnillied  with  a  perpendicular  Itile,  with  a  flit  parallel  to  the 
fides  thereof;  one  of  the  flits  is  narrow,  to  which  the  eye  is  applied,  and 
the  other  is  wider,  with  a  finall  cat-gut  ftrecchcd  up  the  middle  of  it,  and 
from  thence  conligucd  horizontally  from  the  top  of  one  llile  to  the  top  of 
the  other.  There  is  alfo  a  line  drawn  along  the  upper  furface  of  the  bar. 
Thefe  four,  viz.  the  narrow  flit,  the  horizontal  cat-gut  thread,  the  perpen- 
dicular one,  and  the  line  on  the  bar,  are  in  the  fame  plane,  which  difpofes 
itfelf  perpendicularly  to  the  horizon  when  the  inner-box  is  at  reft  and  hangs 
free.  This  index  does  not  move  round,  but  is  always  placed  on,  fo  as  to 
anfwer  the  fame  fide  of  the  box. 

The  fun's  azimuth  is  known  to  be  an  angle  contained  between  the  meri- 
dian and  the  center  of  the  fun.  When  this  is  required,  and  his  rays  are 
flrong  enough  to  caft  a  fhadow,  the  box  is  turned  about  till  the  fhadow  of 
the  horizontal  thread,  or,  if  the  fun  be  too  low,  till  that  of  the  perpendicular 
thread,  in  one  ftilc,  or  the  flit  through  the  other,  falls  upon  the  line  in  the 
index  bar,  or  vibrates  to  an  equal  diftancc  on  each  fide  of  it,  the  box 
being  gently  touched  if  it  vibrates  too  far:  at  the  fame  time  they  obfcrve 
the  degree  marked  upon  the  brafs  edge  of  the  cat-gut  line.  In  counting 
the  degree  for  the  azimuth,  or  any  otiier  angle  that  is  reckoned  from  the 
meridian,  tiie  outward  circle  of  figures  upon  the  brafs  edge  is  ufed  ;  and 
the  fituation  of  the  index,  with  refpedt  to  the  card  and  needle,  will  always 
direft  upon  what  quarter  of  the  compafs  the  obje<5t  is  placed. 

But  if  the  fun  does  not  fiiine  out  fufficiently  ftrong,  the  eye  is  placed 
behind  the  narrow  flit  in  one  of  the  fliles,  and  the  wooden  box  turned 
about  till  fome  part  of  the  horizontal  or  perpendicular  thread  appears  to 
interfeft  the  center  of  the  fun,  or  vibrate  to  an  equal  diftance  on  each  fide 
of  it  ;  fmoked  glafs  being  ufed  next  the  eye,  if  the  fun's  light  is  too  flrong. 
In  this  method  another  obferver  is  necefTary,  to  note  the  degree  cut  by  the 
nonius,  at  the  fame  time  the  firft  gives  notice  that  the  thread  appears  to 
fplit  the  objeft. 

Plate  II.  fig.  20.  is  a  perfpedlive  view  of  the  compafs,  when  in  order  for 
obfervation  -,  the  point  of  view  being  the  center  of  the  card,  and  the  diftance 
of  the  eye  two  feet. 

A  B.  is  the  wooden  box  in  which  it  is  ufually  contained, 
K.  is  a  cat-gut  line  drawn  from  tlie  inude  of  the  box  for  determinino;  the 
degree  upon  tlie  brafs  edge. 

L,  M,  N,  O.  is  the  index  bar  with  it's  two  ftiles,  and  cat-gut  threads, 
■which  being  taken  off"  from  the  top  of  the  box,  is  placed  in  two  pieces 
V  Q,  notched  properly  to  receive  it. 

The  other  parts  of  the  figure,  with  their  references,  are  explained  in  the 
article  Compass. 

B. 


BAC  BAC 


B. 


BA  C  K  c/  the  poft.  See  the  article  Stern-post. 
To  Back,  an  anchor,  (empenneller,  Fr.)  to  carry  out  a  fmall  anchor, 
as  the  llrcam  or  kedgc,  ahead  of  the  large  one  by  which  tlie  fliip  ufiially 
rides,  in  order  to  fupport  it,  and  prevent  it  from  loofening,  or  coming  bome^ 
in  bad  ground.  In  this  fitiiation  the  latter  is  confined  by  the  former,  in 
the  fame  manner  that  the  fhip  is  reftrained  by  the  latter. 

To  Back  ajiern,  in  rowing,  (fcier  à  culer,  Fr.)  is  to  manage  the  oars  in  a 
diredlion  contrary  to  the  ufual  method,  fo  as  that  the  boat,  or  velTd,  im- 
prelTed  by  their  force,  fliall  retreat,  or  move  with  her  ftcrn  foreinoft,  in- 
ftead  of  advancing. 

To  Back  the  fails,  (mettre  à  fcier,  Fr.)  is  to  arrange  them  in  a  fituation  that 
will  occafion  the  fliip  to  retreat  or  move  aftern.  This  operation  is  parti- 
cularly neceflary  in  narrow  channels,  when  a  Ihip  is  carried  along  fidewife 
by  the  ftrength  of  the  tide  or  current,  and  it  becomes  requifite  to  avoid 
any  objeft  tiiat  may  intercept  her  courfe,  as  fhoals,  or  vcflels  under  fail 
or  at  anchor  :  it  is  alfo  necclfary  in  a  naval  engagement,  to  bring  a  Ihip 
back,  fo  as  to  lie  oppofite  to  her  adverfary,  when  Ihe  is  too  far  advanced 
in  tlie  line.     See  Aback. 

BACK-BOARD,  (le  àoffier  d'un  lateau,  Fr.)  a  piece  of  board  of  a  femi- 
circular  figure  placed  tranfvcrfely  in  the  after-part  of  a  boat,  like  the  back 
of  a  chair,  and  fcrving  the  paflcngers  to  recline  againft  whilft  fitting  in  the 
ftern-fheets.     See  Boat. 

BACK-STAYS,  (cale-haubans,  Fr.)  from  back  and  fiay,  long  ropes 
reaching  from  the  topmaft- heads  to  tlie  (larboard  and  larboard  fides  of  the 
fhip,  where  they  are  extended  to  the  channels  :  they  are  ufed  to  fupport 
the  top-mads,  and  fécond  the  efforts  of  the  flirouds,  when  the  malt  is 
drained  by  a  weight  of  fail  in  a  frefli  wind. 

They  are  ufually  diftinguiflied  into  breaft-back-ftays  and  after-back- 
ftays  -,  the  intent  of  the  former  being  to  fuftain  the  top-maft  when  the  force 
of  the  wind  ads  upon  the  Ihip  fidewife,  or,  according  to  the  fea-phrafe, 
■when  tlie  fhip  fails  upon  a  wind  -,  and  the  purpofe  of  the  latter  is  to  enable 
it  to  carry  fail  when  the  wind  is  further  aft. 

There  are  alfo  back-Ilays  for  the  top-galhint-mafts,  in  large  fhips,  which 
arc  fixed  in  the  lame  manner  with  thole  of  the  top-mafts. 

A  pair  of  back-ltays  is  ufually  formed  of  one  rope,  which  is  doubled  in 
the  middle,  and  fatlcncd  there  fo  as  to  form  an  eye,  which  pafies  over  the 
malt-head,  from  whence  the  two  ends  hang  down,  and  are  llretched  to  the 
channels  by  dead-eyes  and  laniards.     See  Dr. ad-Eyes,  &c. 

Tlie  figure  of  the  back-days,  and  their  pofitiori,  is  exhibited  in  the  article 
Rigging,  to  which  the  reader  is  further  refcred. 

E  2  BADGE, 


BAD  BAL 

BADGE,  (bouteille^  faujfe  galerie^  Fr.)  in  fliip-building,  a  fort  of  orna- 
ment, placed  on  the  outfide  of  fmall  {hips,  very  near  the  llern,  containing 
either  a  window,  for  the  convenience  of  the  cabin,  or  the  reprefentation  of 
it  :  it  \i  commonly  decorated  with  marine  ligures,  martial  inftruments,  or 
fuch  like  emblems.     See  Quarter. 

To  Bagpipe  the  wizen,  is  to  lay  it  aback,  by  bringing  the  flieet  to  the 
mizen  fhrouds. 

To  BALANCE,  (balancer,  Fr.)  to  contradl  a  fail  into  a  narrower  com- 
pafs,  in  a  ftorm,  by  retrenching  or  folding  up  a  part  of  it  at  one  corner: 
this  method  is  ufcd  in  contradiltin<5tion  to  reefing,  which  is  common  to  all 
the  principal  fails  -,  whereas  balancing  is  peculiar  to  few,  fuch  as  the  mizen 
of  a  fliip,  and  the  main-fail  of  thofe  velfels,  wherein  it  is  extended  by  a 
boom.     See  Boom  and  Reef. 

The  Balance  of  the  mizen,  (fancn,  Fr.)  is  thus  performed  :  the  mizen- 
yard  is  lowered  a  little,  then  a  fmall  portion  of  the  fail  is  rolled  up  at  \.\\<tpeek, 
or  upper  corner,  and  fattened  to  the  yard  about  one  fifth  inward  from  the 
outer  end,  or  yard-arm,  toward  the  maft.     See  Mizen. 

A  boom  m.ain-fail  is  balanced,  after  all  it's  reefs  are  taken  in,  by  rolling 
up  a  fimilar  portion  of  the  hindmoft  or  aftmoft  lower  corner,  called  the 
clue,  and  fattening  it  ttrongly  to  the  boom,  having  previoufly  wraped  a 
piece  of  old  canvas  round  the  part  (which  is  done  in  both  cafes)  to  prevent 
the  fail  from  being  freted  by  the  cord  which  fattens  it. 

BALL.AST,  {leji,  Fr.  ballajle.  Dut.  hallaftro.  Span.)  a  certain  portion 
of  ftone,  iron,  gravel,  or  fuch  like  m.atcrials,  depofited  in  a  fhip's  hold, 
when  ^ç.  has  either  no  cargo,  or  too  little  to  bring  her  fufficiently  low  in 
the  water.  It  is  ufed  to  counter-balance  the  effort  of  the  wind  upon  the 
mafts,  and  give  the  ttiip  a  proper  ftability,  that  fhe  may  be  enabled  to  carry 
fail  without  danger  of  overfeting. 

There  is  often  great  difference  in  the  proportion  of  ballatt  required  to 
prepare  fliips  of  equal  burthen  for  a  voyage;  the  quantity  being  always 
more  or  lefs,  according  to  the  fliarpnefs  or  flatnefs  of  the  ttiip's  bottom, 
which  feamen  call  the  floor. 

The  knowledge  of  ballafting  a  ttiip  with  propriety  is  certainly  an  article 
that  deferves  the  attention  of  the  ficilf  ul  mariner  ;  for  although  it  is  known 
that  ttiips  in  general  will  not  carry  a  fufficient  quantity  of  fail,  till  they  are 
laden  fo  deep  that  the  furfaceof  the  water  will  nearly  glance  on  the  extreme 
breadih  amidfhips,  yet  there  is  more  than  this  general  knowledge  required  ; 
fince,  if  fhe  has  a  great  weight  of  heavy  ballatt,  as  lead,  iron,  &c.  in  the 
bottom,  it  will  place  the  center  of  gravity  too  low  in  the  hold  ;  and  al- 
though this  will  enable  her  to  carry  a  great  fail,  ttie  will  neverthelcfs  fail 
very  heavily,  and  run  the  riik  of  being  difmatted  by  her  violent  rolling. 

To  ballatt  a  fliip,  therefore,  is  the  art  of  difpofmg  thofe  materials  lo  that 
fhe  may  be  duly  poifed,  and  maintain  a  proper  equilibrium  on  the  water^ 
fo  as  neither  to  be  too  Jiiff,  nor  too  crank,  qualities  equally  pernicious  :  as 
in  the  firtt,  although  the  fhip  may  be  fited  to  carry  a  great  fail,  yet  her 
velocity  will  not  be  proportionably  increafed  ;  whiltt  her  matts  are  more 

endangerett 


BAN  BAN 

endangered  by  her  fudden  jerks  and  exceffive  labouring  :  and  in  the  faft, 
fhe  will  be  incapable  of  carrying  fail  without  the  rifle  of  overfeting. 

StifFncfs  in  ballafting  is  occafioned  by  difpofing  a  great  quantity  of  heavy 
ballaft,  as  lead,  iron,  &c.  in  the  bottom,  which  naturally  places  the  center 
of  gravity  very  near  the  keel  -,  and  that  being  the  center  about  which  the 
vibrations  are  made,  the  lower  it  is  placed,  the  more  violent  will  be  the 
motion  of  rolling. 

Cranknefs,  on  the  other  hand,  is  occafioned  by  having  too  little  ballad:,, 
or  by  difpofing  the  fhip's  lading  fo  as  to  raile  the  center  of  gravity  too  high, 
which  alio  endangers  the  maft  in  carrying  fail  when  it  blows  hard  :  for  when 
the  mads  lole  their  perpendicular  heighth,  they  Itrain  on  the  flirouds  in  the 
nature  of  a  lever,  which  increafes  as  the  fine  of  their  obliquity  ;  and  a  Ihip 
that  lofes  her  mafts  is  in  great  danger  of  being  loft. 

The  whole  art  of  ballafting,  therefore,  confifts  in  placing  the  center  of 
gravity  to  correfpond  with  the  trim  and  fhape  of  the  veflcl,  fo  as  neither 
to  be  too  higli  nor  too  low  -,  neither  too  far  forward,  nor  too  far  aft  -,  and 
to  lade  the  Ihip  lo  deep,  that  the  furface  of  the  water  may  nearly  rife  to  the 
extreme  breadth  amidftiips  -,  and  thvis  ftie  will  be  enabled  to  carry  a  good  fail, 
incline  but  little,  and  ply  well  to  the  windward.     Seethe  article  Trim. 

BANIAN-D.AYs,  a  cant  term  among  common  failors,  denoting  thofe 
days  on  which  they  have  no  flefli-meat  :  it  feems  to  be  derived  from  the 
pradlice  of  a  nation  amongft  the  eaftern  Indians,  who  never  eat  flefli. 

BANK,  (hue,  atterrijfement,  Fr.  banc.  Sax.)  an  elevation  of  the  ground,. 
or  bottom  of  the  fea,  which  is  often  fo  high  as  to  appear  above  the  furface 
of  the  water,  or  at  leaft  fo  little  beneath  it,  as  to  prevent  a  ftiip  from  float- 
ing over  it:  in  this  fcnfe,  bank  amounts  nearly  to  the  fame  as  ftiallows, 
flats,  &c.  The  fhclves  that  abound  with  rocks  under  water  are  diftin- 
guiflied  by  other  names,  as  reefs,  ridges,  keys,  &c. 

An  cx.-id  knowledge  of  the  banks,  their  extent,  and  the  different  depths 
of  water  in  which  they  lie,  conftitutes  a  very  eflrntial  portion  of  the 
fcience  of  a  pilot,  or  matter  of  a  fliip.  If  the  vefl"el  be  large,  and  draws 
much  water,  great  attention  will  be  necefl!ary  to  avoid  them.  If,  on  the 
contrary,  ftie  is  fmall,  the  fame  banks  afford  a  fure  afylum,  where  ftie  may 
brave  the  largcft  ihips,  which  dare  not  follow  her  to  fo  dangerous  a  retreat. 
Many  fmall  vcflels  have  eluded  the  purfuit  of  a  fuperior  enemy  by  means 
of  this  hofpitable  barrier. 

Banks  on  the  fea-coaft  are  ufually  marked  by  beacons  or  buoys.  In^ 
charts  they  are  diftinguillicd  by  little  dots,  as  ridges  of  rocks  are  cha- 
rafterifed  by  croflcs.  The  principal  banks  in  the  Wcftern  Ocean,  are  thofe 
of  Newfoundland,  and  the  Bahama-Bank  :  t!ie  moft  remarkable  one  in 
Newfoundland  is  called  the  Grand  Bank,  which  is  of  a  vail  extent,  being 
nearly  two  hundred  miles  in  length,  and  ftrctching  north  and  foiith:  it's 
\ifual  depth  is  from  twenty  to  eighty  fathoms  :  and  this  is  the  great  icene  c£ 
the  cod-Hfliery,  which  is  fo  material  an  article  in  European  commerce. 

Bank  of  cars,  a  feat  or  bench  of  rowers  in  a  galley. 

BANKER,  a  vclfcl  employed  in  tlic  cod-fiJhery  on  the  Baaiks  of  New- 
foundbnd. 

B.\R 


BAN  BAR 

TiX^  of  a  port  or  haven,  a  ilioal  or  bank  of  fand,  gravel,  &c.  throwa 
up  by  the  knge  ot"  the  iea,  to  the  mouth  of  a  river  or  harbour,  fo  as  to 
endanger,  and  fometimcs  totally  prevent,  the  navigation. 

BARCA-LONGA,  a  large  Spanilh  fifliing-boar,  navigated  with  lug- 
fails,  and  having  two  or  three  malls  :  thele  are  very  common  in  the  Medi- 
terranean.    See  Vessel. 

BARGE,  (hargic.  Dut.)  a  vefiel  or  boat  of  ftate,  furniflied  with  elegant 
apartn;ents,  canopies,  and  cufliions  ;  equiped  with  a  band  of  rowers,  and 
decorated  with  flags  and  Ilreamers  :  they  are  generally  ufed  for  procefllons 
on  the  water,  by  noblemen,  officers  of  itate,  or  magillrates  of  great  cities. 
Of  this  fort  we  may  naturally  fuppofe  tlie  famous  barge  or  galley  of  Cleo- 
patra, which,  according  to  Shakefpeare, 

i '  Like  a  burnifli'd  throne 


Burnt  on  the  water  -,  the  poop  was  beaten  gold  ; 

Purple  her  fails,  and  fo  perfumed,  that 

The  winds  were  love-fick  with  them  :  tlie  oars  were  filver. 

Which  to  the  tune  of  flutes  kept  ftroke,  and  made 

The  water  which  they  beat  to  follow  fafter. 

As  amorous  of  their  ilrokes 


-At  the  helm 


A  feeming  mermaid  fl:eer'd  :    the  filken  tackles 
Swell'd  with  the  touches  of  thofe  flower-foft  hands 
That  yarely  form'd  their  office.' 

There  are  likewife  other  barges  of  a  fmaller  kind,  for  the  vife  of  ad- 
mirals and  captains  of  fhips  of  war.  Thefe  are  of  a  lighter  frame,  and 
may  be  eafily  hoifted  into,  and  out  of  the  fliips  to  which  they  occafionally 
belong.     See  Boat. 

Barge,  (caboticre,  Fr.)  is  alio  the  name  of  a  flat-bottomed  veflcl  of  bur- 
then, for  lading  and  difcharging  fliips,  and  removing  their  cargoes  from 
place  to  place  in  a  harbour. 

BARK,  (barca,  low  Lat.)  a  general  name  given  to  fmall  fliips  :  it  is 
however  peculiarly  appropriated  by  feamen  to  thofe  which  carry  three  marts 
without  a  mizen  top-fail.  Our  northern  mariners,  who  are  trained  in  the 
coal-trade,  apply  this  diftinftion  to  a  broad-lterned  fliip,  which  carries  no 
oanamental  figure  on  the  ftem  or  prow. 

BARNACLE,  (cravan,  Fr.)  a  fpecies  of  fliell-fifli,  often  found  fliicking 
to  the  bottoms  of  fhips,  rocks,  &c. 

BARRICADOE,  (barricade,  Fr.  barricada.  Span.)  a  fl:rong  wooden  fail, 
fupported  by  lèverai  little  pillars  or  flianchions,  and  extending,  as  a  fence, 
acrofs  the  foremofl:  part  of  the  quarter-deck.  In  a  vefl"el  of  war,  the  in- 
tervals between  the  pillars  are  commonly  filled  with  cork,  junks  of  old 
cable,  or  matts  of  plaited  cordage.  In  the  upper  part,  there  is  a  double 
rope-netting,  fupported  by  double  cranes  of  iron,  extending  about  a  foot 
above  the  rail  -,  and  between  the  two  parts  of  the  netting  are  fl:uffed  a 
number  of  iiammocks,  filled  with  the  feamens  bedding,  to  intercept  aad 

prevent 


BAR  BEA 

prevent  the  execution  of  fmall-fliot  fired  by  fwivel  guns,  carabines,  or 
mufkcts,   in  the  time  of  battle. 

BARS  of  the  Capjlern  and  Windlafs.     See  thofe  articles. 
BASIN  of  a  dock,  {bajfin,  Fr.)  a  place  where  the  water  is  confined  by- 
double  flood-gates,  and  thereby  prevented  from  running  out  at  the  tide  of 
ebb.     The  ufe  of  it  is  to  contain  fliips  whiift  repairing,  either  before  they 
enter,  or  after  they  come  out  of  the  dock. 

Basin,  (paradis,  Fr.)  alfo  implies  fome  part  of  a  haven,  which  opens 
from  a  narrow  channel  into  a  wide  and  fpacious  refervoir  for  fliipino-. 

BATTENS  of  the  hatches,  a  fort  of  long  narrow  laths,  fcantlings  of 
wooden  (luff,  or  ftreight  hoops  of  caflcs.  They  are  nailed  along  the  edges 
of  tarpaulings,  which  are  pieces  of  tarred  canvas,  of  fufHcient  breadth  and 
length  to  cover  the  hatches  at  ft- a  ;  the  battens  ferve  to  confine  the  edges 
of  the  tarpaulings  clofe  down  to  the  fides  of  the  hatches,  to  prevent  the 
water,  which  may  rufh  over  the  decks  in  a  ftorm,  from  penetrating  into  the 
lower  apartments  of  the  fnip. 

BAY,  (haye,  Fr.)  a  gulf  or  inlet  of  the  fea-coaft,  comprehended  between 
two  promontories,  or  capes  of  land,  where  fhiping  frequently  ride  at 
anchor,  flieltcred  from  the  wind  and  fea. 

,    BEACON,  (balife,  Fr.  beacon-,  Sax.)  a  port  or  ftake  eredled  over  a  flioal 
or  fiind-b;mk,  as  a  warning  to  feamcn  to  keep  their  fliips  at  a  diftance. 

BEACONAGE,  (branche  de  ciprès,  Fr.)  a  fmall  duty  paid  by  Hiiping  in 
France,  for  keeping  beacons  in  repair. 

BEAK-HEAD,  {coltis,  Fr.)  a  name  given  to  a  fhip's  head  whofe  fdre- 
Caftle  is  fquare  or  oblong,  a  circumftance  common  to  all  vcfTels  of  war  which 
have  two  or  more  decks  of  guns.  In  fmallcr  iTiips,  the  forecaftle  is  nearly 
fliaped  like  a  parabola,  whole  vertex,  or  angular  point,  lies  immediately 
over  the  ftem. 

The  ftrong,  projefting,  pointed  beaks  ufed  by  the  ancients  in  time  of 
battle,  have  been  intircly  rejefted  fince  the  ufe  of  gun-powder. 

BEAMS,  (bau:<,  Fr.  beam.  Sax.  a  tree)  ftrong  thick  pieces  of  timber, 
flrctching  acrofs  the  (bip  from  fide  to  fide,  to  lupport  the  decks,  and  retain 
the  fides  at  their  proper  diftance. 

The  Beams  of  Ihips'  of  war  are  ufually  formed  of  three  pieces  fcarfed 
together  -,  as  appears  in  plate  III.  They  are  fuftained  at  each  end  by  thick 
planks  in  tlic  fhip's  fide,  called  clamps,  upon  which  they  reft.  Tiiey  are 
alfo  firmly  connc<ftcd  to  the  timbers  of  the  Ibip  by  means  of  ftrong  knees, 
and  fometimcs  by  ftandards.     See  Midshit-Frame. 

It  is  neccfiary  that  the  beams,  as  reprefcnted  in  the  midfhip-frame,  fhould 
have  a  greater  hcighth  in  the  middle  than  at  the  two  ends,  to  carry  the 
water  more  readily  ofl"  from  the  decks,  and  to  diminifh  the  recoil  of  the 
guns,  which  will  thereby  more  eafily  return  into  their  i)lace3. 

The  longeft  of  ihcfe  is  called  the  midfhip-benm  ;  it  is  lodged  in  the  mid- 
fliiptrame,  or  between  tlie  wideft  frame  of  timbers.  At  about  two-thirds 
Vt  the  hcighth  from  the  keel  to  the  lower-deck,  are  laid  a  range  of  bean-.?, 
to  fortify  the  hold,  and  lii[)port  a  platform  called  the  orlop,  which  contains 
tlwr  cables  and  ftorcs  of  the  fliip. 

5  T  lie  re 


BEA  BEA 

There  are  ufiially  twenty-four  beams  on  the  lower  deck  of  a  fiiip  of 
feventy-four  guns,  and  to  the  other  decks  additional  ones  in  proportion,  as 
the  fhip  lengthens  above. 

On  ibe  Beam,  implies  any  diftance  from  the  fiiip  on  a  line  with  the 
beams,  or  at  right  angles  with  the  keel  :  thus,  if  the  lliip  liters  or  points 
northward,  any  objeft  lying  eaft  or  weft,  is  laid  to  be  on  her  ftarboard  or 
larboard  ^raw;.     Thus  alfo, 

Before  the  Beam,  is  an  arch  of  the  horizon  comprehended  between  the 
line  that  crofTes  her  length  at  right  angles,  and  fome  objeél  at  a  diftance 
before  it,  or  between  the  line  of  the  beam  and  that  point  of  the  compafs 
which  file  ftems.  Thus  if  a  fliip,  fteering  weft,  difcovcrs  an  ifland  on  tlic 
right,  three  points  before  the  beam,  the  ifland  muft  bear  N  W  by  N  from  the 
fhip.     See  the  article  Bearing. 

BEAN-COD,  a  fmall  fidaing-vefTel,  or  pilot-boat,  common  on  the  fea- 
coafts  and  in  the  rivers  of  Portugal.  It  is  extremely  (harp  forward,  having 
it's  ftem  bent  inward  above  into  a  great  curve  :  the  ftem  is  alfo  plated  on 
the  fore-fide  with  iron,  into  which  a  number  of  bolts  are  driven,  to  fortify 
it,  and  refift  the  ftroke  of  another  veftel,  which  may  fall  athwart-hawfe. 
It  is  commonly  navigated  with  a  large  lateen  fail,  which  extends  over 
the  whole  length  of  the  deck,  and  is  accordingly  well  fited  to  ply  to 
windward. 

BEAR-a-hand!  a  phrafe  of  the  fame  import  with  make  hafte,  difpatch, 
quick,  &c. 

BEARING,  in  navigation,  (gifement,  Fr.)  an  arch  of  the  horizon  inter- 
cepted between  the  neareft  meridian  and  any  diftincSt  objeft,  either  dif- 
covered  by  the  eye,  or  refulting  from  the  finical  proportion  -,  as  in  the 
firft  cafe,  at  4  P.  M.  Cape  Spado,  in  the  ifle  of  Candia,  bore  S  by  W,  by 
the  compafs. 

In  the  fécond,  the  longitudes  and  latitudes  of  any  two  places  being 
given,  and  confequently  the  difference  of  latitude  and  longitude  between 
them,  the  bearing  from  one  to  the  other  is  dilcovered  by  the  following 
analogy  ; 

As  the  meridianal  difference  of  latitude 
Is  to  the  difference  of  longitude  : 
So  is  radius 

To  the  tangent  bearing. 
Bearing  is  alfo  the  fituation  of  any  diftant  object,  eftimated  from  fome 
part  of  the  ffiip  according  to  her  pofition.     In  this  fenfe  an  objeft,  lb  dif- 
covered,    muft  be  either  ahead,  aftern,  abreaft,  on  the  bow,  or  on  the 
quarter. 

Thefe  Bearings,  therefore,  which  may  be  called  mechanical,  are  on 
the  beam,  before  the  beam,  abaft  the  beam,  on  the  bow,  on  the  quarter, 
^head,  or  aftern.  It  the  ftiip  fails  with  a  fide-wind,  it  alters  the  names  of 
fuch  bearings  in  fome  meafure,  fince  a  diftant  objedl  on  the  beam  is  then 
faid  to  be  to  leeward,  or  to  windward  ;  on  the  lee  quarter,  or  bow  ;  and  on 
the  weather  quarter  or  bow. 

5  Bearing-up, 


E  '  E     A  BED 

.  Bearing-up.  or  BEARiNC-away,  (arriver^  Fr.)  in  navigation,  the  act  of 
changing  the  courfe  of  a  fhip,  in  order  to  make  her  run  before  the  wind, 
after  fhc  had  failed  fome  time  with  a  fide-wind,  or  clofc-Iiaiiled  :  it  is  ge- 
nerally performed  to  arrive  at  fome  port  under  the  lee,  or  to  avoid  fome  im- 
minent danger  occafioned  by  a  violent  ftorm,  leak,  or  an  enemy  in  fight. 

Thisphrafe,  which  is  abfurd  enough,  feems  to  have  been  derived  from 
the  motion  of  the  helm,  by  which  this  efFc<5l  is  partly  produced  -,  as  thé 
helm  is  then  borne  up  to  the  windward,  or  weather  fide  of  the  fhip. 
Otherwife,  it  is  a  direél  contradicftion  in  terms,  to  fay  that  a  fhip  bears 
up,  when  Ihe  goes  before  the  wind  ;  fince  the  current  of  the  wind,  as  well 
as  that  of  a  river,  is  always  underftood  to  determine  the  fituation  of  objects 
or  places  within  it's  limits.  In  the  firft  fenfe  we  fay,  up  to  windward  and 
down  to  leeward  -,  as  in  the  latter  we  fay,  up  or  down  the  river.  This 
exprefiion,  however,  although  extremely  improper,  is  commonly  adopted 
in  the  general  inftrudions  of  our  navy,  printed  by  authority,  inftead  of 
bearing  down,  or  bearing  away. 

BEATING,  in  navigation,  the  operation  of  making  a  progrefs  at  fea 
againlt  the  diicftion  of  the  wind,  in  a  zig-zag  line,  or  traverfe,  like  that 
in  which  we  afcend  a  ftcep  hill.  As  this  method  of  failing  will  be  parti- 
cularly explained  under  the  term  Tacking,  the  reader  is  referred  to  that 
article. 

To  BECALM,  (dérober,  nhrié,  Fr.  from  calme.  Dut.)  to  intercept  the 
current  of  the  wind,  in  it's  paflage  to  a  fhip,  with  any  contiguous  objeft, 
as  a  fliore  above  her  fails,  a  high  lea  behind,  or  fome  other  fhip.  At  this 
time  the  fails  remain  in  a  ftate  of  reft,  and  are  confequently  deprived  of 
their  power  to  govern  the  motion  of  the  (hip. 

BECKEl'S,  (bille,  Fr.)  imply  in  general  any  thing  ufed  to  confine  loofe 
ropes,  tackles,  oars,  or  fpars,  in  a  convenient  place,  where  they  may  be 
difpofed  out  of  the  way  till  they  are  wanted.  Hence,  bcckets  are  either 
large  hooks,  or  lliort  pieces  of  rope,  with  a  knot  on  one  end  and  an  eye 
in  the  other,  or  formed  like  a  circular  wreath  ;  or  they  are  wooden 
brackets-,  and,  probably,  from  a  corruption  and  mifapplication  of  this 
laft  term,  aroie  the  word  becket,  which  feems  often  to  be  confounded  witli 
bracket. 

Put  the  tacks  andjheets  in  the  Beckets  !  the  order  to  hang  up  the  weather 
main  and  fore-flieet,  and  the  lee  main  and  fore-tack,  to  a  little  knot  and 
eye-becket  on  the  foremoft  main  and  fore-fhrouds,  when  the  Ihip  is  clofe- 
hauled,  to  prevent  tliem  from  hanging  in  the  water. 

BED,  a  Hat  thick  piece  of  timber,  ufually  formed  of  tl\e  rough  ftaves 
of  calks,  or  fuch  like  materials,  to  be  lodged  under  the  quarters  of  calks 
containing  any  liquid  and  (cowed  in  a  fliip's  hold,  'i'he  ufe  of  the  beds 
is  to  fupport  the  calk,  and  keep  the  bilge,  or  middle-part  of  it,  from 
bearing  againfl  the  Ihip's  floor,  or  againlt  the  body  upon  which  it  relts,  left 
the  ftaves  Ihould  give  way  and  break  in  the  place  where  they  are  wcakeft  : 
or  lie  in  a  wet  place,  fo  as  to  rot  in  the  courfe  of  tlic  voyage.  See  the 
article  Stowing. 

F  Bed 


BED  BIG 

Bed  of  a  river,  (lit,  Fr.)  the  bottom  ot  the  cliannel  in  which  the  Hream 
or  current  uùuiUy  flows. 

Bed  of  a  cannon.     See  Carriage. 

To  BKLAY,  (cmarrer,  Fr.  from  kleygen,  Bclg.)  to  taften  a  rope  by 
winding  it  feveral  times  round  a  cleat,  belaying-pin,  or  kcvcl  :  this  term 
is  peculiar  to  Imall  ropes,  and  cliiefly  the  running-rigging,  there  being 
feveral  other  expreirions  ufed  lor  large  ropes,  as  bitting,  bending,  making' 
fall,  itoppering,  6«:c.     See  thole  articles. 

BEND,  (aviijle,  Fr.  probablv  from  bindan.  Sax.  to  bind)  the  knot  by 
which  one  rope  is  faftened  to  another  -,  hence 

To  Bend,  is  to  fallen  one  rope  to  another,  of  which  there  are  feveral 
methods. 

BENDING  the  cabk,  the  operation  of  clinching,  or  tying  the  cable  to 
tlie  ring  of  it's  anchor. 

Bending  a  fail,  fattening  it  to  it's  yard  or  flay.  See  the  articles  Sail, 
Stay,  and  Yard. 

BENDS,  the  thickeft  and  ftrongeft  planks  in  a  ihip's  fide.  See  Wales, 
by  which  name  they  are  more  properly  called. 

BETWEEN-DECKS,  (entre-pont,  Fr.)  the  fpace  contained  between 
any  two  decks  of  a  Ihip. 

BEVELLING,  (enfoncé,  Fr.)  in  fliip-building,  the  art  of  hewing  a  tim- 
ber with  a  proper  and  regular  curve,  according  to  a  mould  which  is  laid 
on  one  fide  of  it's  furface. 

'  In  order  to  hew  any  piece  of  timber  to  it's  proper  bevel,  it  will  be 
neceflary,  firfl,  to  make  one  fide  fair  and  out  of  winding  -,  a  term  uled  to 
fignify  that  the  fide  of  a  timber  fliould  be  a  plane.  If  this  fide  be  uppermoft, 
and  placed  horizontally,  or  upon  a  level,  it  is  plain,  if  the  timber  is  to  be 
hewed  fquare,  it  may  be  done  by  a  plummet  and  line  ;  but  if  the  timber 
is  not  hewed  fquare,  the  line  will  not  touch  both  the  upper  and  lower  edge 
of  the  piece-,  or  if  a  fquare  be  applied  to  it,  there  will  be  wood  wanting 
cither  at  the  upper  or  lower  fide.  This  is  called  within  or  without  a  fquare. 
When  the  v/ood  is  deficient  at  the  under-fide,  it  is  called  under-bevelling  ; 
and  when  it  is  deficient  in  the  upper-fide,  it  is  called  Handing-bevelling  : 
and  this  deficiency  will  be  more  or  lefs  according  to  the  depth  of  the  piece  ^ 
fo  that  before  the  proper  bevellirigs  of  the  timbers  are  found,  it  will  be 
fometimes  very  convenient  to  affign  the  breadth  of  the  timbers  ;  nay,  in 
mofl  cafes  it  will  be  abfolutely  neceiTary,  efpecially  afore  and  abaft  :  though 
the  breadth  of  two  timbers,  or  the  timber  and  room,  which  includes  the 
two  timbers  and  the  fpace  between  them,  may  be  taken  without  any  fen- 
fible  error, .as  far  as  the  fquare  body  goes.  For  as  one  line  reprefents  the- 
moulding-fide  of  two  timbers,  the  fore-fide  of  the  one  being  fuppofed  to 
unite  with  the  aft-fide  of  the  other  ;  the  two  may  be  confidercd  as  one  in- 
tire  piece  of  timber.'     Murray's  Ship-building. 

BIGHT,  (balant,  Fr.  bygan.  Sax.  to  bend)  the  double  part  of  a  rope  when 

it  is  folded,  in  contradiftindion  to  the  end  :  as,  her  anchor  hooked  the  bight 

of  our  cable,  i.  e.  caught  any  part  of  it  between  the  ends.    The  bight  of  his. 

cable  has  fwept  our  anchor  -,  that  is,  the  double  part  of  the  cable  of  another 

3  fl^'P, 


B     I     L  BIN 

.fliip,  as  file  ranged  about,  has  entangled  itfelf  under  the  ftock  or  fluke  of 
pur  anchor. 

BiGHT,  (aiife^  Fr.)  is  alfo  a  fmall  bay  between  two  points  of  land. 

BILANDER,  (bilc.ndre,  Fr.)  a  fmall  merchant-fhip  with  two  malts. 

Tlie  Bii,.'\ND£R  is  particularly  diftinguifhed  from  other  velTels  of  two 
marts  by  the  for.m  of  her  main-iail,  which  is  a  fort  of  trapezia,  the  yard 
thereof  being  hung  obliquely  on  the  maft  in  the  plane  of  the  fhip's  length, 
and  the  aftmoll  or  hinder  end  peeked  or  raifed  up  to  an  angle  of  about 
45  degrees,  and  hanging  immediately  over  the  ftern  -,  while  the  fore  end 
flopes  downward,  and  comes  as  far  forward  as  the  middle  of  the  fliip.  To 
this  the  fail  is  bent  or  faftened  -,  and  the  two  lower  corners,  the  foremofk 
of  which  is  called  the  tack  and  the  aftmoft  the  flieet,  are  afterwards  fccured, 
the  former  to  a  ring-bolt  in  the  middle  of  the  (hip's  length,  and  the  latter 
to  another  in  the  tafFarel.  The  main-fails  of  larger  fhips  are  hung  acrofs 
the  deck  inftead  of  along  it  ;  being  faltened  to  a  yard  which  hangs  at  right 
angles  with  the  maft  and  the  keel. 

Few  vefll'ls,  however,  are  now  rigged  in  this  method,  which  has  pro- 
bably been  found  more  inconvenient  than  feveral  others.  See  Shit.  It  may 
not  be  improper  to  remark,  that  this  name,  as  well  as  brigantine,  has  been 
yarioufly  applied  in  different  parts  of  E,urope  to  velTels  of  different  forts. 

BILGE,  (fuppofed  from  bilik.  Sax.  a  ftorm)  that  part  of  the  floor  of  a 
ftiip,  on  either  fide  of  the  keel,  which  approaches  nearer  to  an  horizontal 
than  to  a  perpendicular  diredion,  and  on  which  the  fhip  would  reft  if  laid  on 
the  ground  :  or  more  particularly,  thofe  parts  of  the  bottom  which  are  op- 
pofite  to  the  heads  of  the  floor-timbers  amidfhips  on  each  flde  of  the  keel. 
Hence  when  a  Ihip  receives  a  frafture  in  this  place,  flie  is  faid  to  be  bilged. 

BILL,  the  point  or  extremity  of  the  fluke  of  an  anchor. 

Bill  of  lading,  ( connoiffement ,  Fr.)  an  acknowledgment  figned  by  the 
mafter  of  a  fliip,  and  given  to  a  merchant,  containing  an  account  of  the 
goods  which  the  former  has  received  from  the  latter,  &c.  with  a  promife  to 
deliver  them  at  the  intended  place  for  a  certain  fum  of  money.  Each  bill 
of  lading  muft  be  treble  i  one  tor  the  merchant  who  Ifiips  the  goods,  another 
to  be  lent  to  the  perfon  to  whom  they  are  con  figned,  and  the  third  to  re- 
main in  the  hands  of  the  mafter  of  tiie  faid  fliip.  It  muft,  however,  be 
obferved,  that  a  bill  of  lading  is  only  ufed  when  the  goods  lent  on  board 
a  Ihip  are  but  part  of  the  cargo;  for  wlien  a  merchant  loads  a  veflel  entirely 
on  his  own  account,  the  deed  paflTed  between  him  and  the  mafter  of  the  Ihip 
is  calkil  charter-party.     See  Charter-party. 

BINACLE,  a  wooden  cafe  or  box,  which  contains  the  compafTcs,  log- 
glaflls,  watch-glaflcs,  and  lights  to  fliew  the  compals  at  night. 

As  this  is  called  bitlack  in  all  the  old  lea-books,  even  by  mariners,  it 
appears  evidently  to  be  derived  from  the  French  term  habitacle,  (a  fm.ail 
habitation)  which  is  now  ufed  for  the  fame  purpofe  by  the  feamcn  of  that 
nation. 

The  BiNACLE  (plite  I.  fig.  4.)  is  furniflud  with  three  apartments,  with 
Aiding  Ihuucrs  :  tlie  two  flde  ones,  a  b,  li.ive  always  a  compafs  in  each,  d, 
to  direct  the^fliip's  way,  while  the  middle  divifion,  c,  has  a  lamp  or  candle, 

F  2  with 


B     I     R  B     L     A 

■with  a  pane  of  glafs  on  cither  fide  to  throw  a  light  upon  the  compafs  in  the 
night,  whereby  the  man  who  (leers  may  obferve  it  in  the  darkcft  weather, 
as  it  (lands  immediately  before  the  helm  on  the  quarter-deck. 

There  are  always  two  binacles  on  tlie  deck  of  a  (hip  of  war,  one  being 
dcfigncd  for  the  man  who  (leers,  and  the  other  for  the  pcrfon  wiio  fuper- 
intcdds  the  (leerage,  whofe  office  is  called  conning,  or  cunning. 

BIRTH,  or  Berth,  (e-vitce,  Fr.)  the  llation  in  which  a  (hip  rides  at 
anchor,  either  alone  or  in  a  fleet  ;  or  the  dillance  between  the  (hip  and  any 
adjacent  objecft;  comprehending  the  extent  of  the  fpace  in  which  (he  ranges 
at  tlic  length  of  her  cables  -,  as,  Jhe  lies  in  a  good  birth,  i.  c.  in  a  convenient 
fituation,  or  at  a  proper  dillance  from  the  Ihore  and  other  veflels  ;  and 
where  there  is  good  anchoring-ground,  and  (helter  from  the  violence  of  the 
wind  and  fea. 

Birth,  (appartement,  Fr.)  alfo  fignifies  the  room  or  apartment  where  any 
particular  number  of  the  officers  or  (hip's  company  ufually  mefs  and  refide. 
In  a  (hip  of  war  there  is  commonly  one  of  thefe  between  every  two  guns. 

'To  BITE,  (mordre,  Fr.)  to  hold  faft  in  the  ground  ;  exprcffed  of  the 
anchor. 

BITS,  (bittes^  Fr.  hitol.  Sax.)  a  frame  compofed  of  two  flrong  pieces  of 
timber,  lîxed  perpendicularly  in  the  fore-part  of  a  (hip,  whereon  to  fallen 
her  cables  as  (he  rides  at  anchor.     See  b  b,  Pieces  of  the  Hull. 

Thefe  pieces,  being  let  down  through  (quare  mortifes  cut  in  the  decks 
above  and  below,  are  bolted  and  fore-locked  to  the  Ihip's  beams.  There 
are  feveral  bits  in  i.  (hip,  the  principal  of  which  are  thofe  for  the  cables  : 
their  upper  ends  commonly  reach  about  four  or  five  feet  above  the  lower 
deck,  over  which  the  cable  palTes.  They  are  fupported  on  the  fore  part 
by  ftrong  ftandards  ;  one  arm  of  which  is  bolted  to  the  deck,  and  the 
other  to  the  bits  :  and  on  the  after  part  is  fixed  a  ftrong  beam  of  tim- 
ber, g,  (plate  I.  Pieces  of  the  Hull)  parallel  to  the  deck,  and  at  right 
angles  with  the  bits,  to  which  it  is  bolted  and  fore-locked.  The  ends  of 
this  beam,  which  is  called  the  crofs-piece,  reach  about  two  or  three  feet 
beyond  the  bits,  whofe  upper-ends  are  nearly  two  feet  above  the  crofs-piece. 
The  cable  being  pafled  once  round  about  thefe  bits,  may  be  gradually 
flackened  at  pleaûire-,  without  which  it  would  be  impolTible  to  prevent  it 
from  running  out  with  the  utmoft  rapidity,  when  the  (liip  rides  a  great 
ftrain,  which  is  always  the  cafe  in  a  llorm,  or  an  impetuous  tide.  In 
fhips  of  war  there  are  ufually  two  pair  of  cable  bits,  and  when  they  are 
both  ufed  at  once  the  cable  is  faid  to  be  double-bitted.  The  plan  of  the 
bits,  with  their  crols-pieces  and  ftandards,  are  reprcfented  in  plate  IIL 
where  b  b  are  the  bits,  e  their  ftandards,  and  g  the  crofs-piece. 

To  Bit  the  cable,  is  to  put  it  round  the  bits,  in  order  to  faften  it,  or  flacken 
it  gradually,  which  laft  is  called  veering  away. 

The  other  bits  are  of  a  fmaller  kind,  but  conftruded  nearly  in  the  fame 
manner.  They  are  ufed  to  faften  the  top-fail-fliects,  or  the  ropes  by  which 
the  lower  corners  of  the  top-fails  are  extended. 

BLACK-STRAKES,  a  range  of  planks  immediately  above  the  wales 
in  a  (hip's  fide  :  they  are  always  covered  with  a  mixture  of  tar  and  lamp- 
black, forming  an  agreeable  variety  with  the  white  bottom  beneath,  and 
3  the 


B     L     A  B     L     O 

the  fcraped  planks  of  the  fidè,  covered  with  melted  turpentine,  or  varnifh 
of  pine,  above.  All  the  yards  are  likcwife  daubed  with  this  mixture,  which 
not  only  prcfcrves  them  from  the  heat  of  the  fun  and  the  weather,  but  gives 
them  a  fine  glofs,  which  makes  a  good  appearance  concrafled  with  the 
white  varnifh  on  the  mafts. 

BLADE.     See  the  article  Oar. 

BLOCK,  (poulie,  Fr.)  a  machine  known  in  mechanics  by  the  name  of 
puUy,  and  uR-d  for  various  purpofcs  in  a  fliip,  particularly  to  increafe  the 
mechanical  power  of  the  ropes  employed  in  contracfling,  dilating,  or  traverf- 
ing  the  laiis.  The  ends  of  thcfe  ropes,  being  arranged  in  certain  places  upon 
the  deck,  rray  thus  be  readily  found  whenever  they  are  wanted.  The 
blocks,  which  are  for  thele  purpofes  difpofed  in  various  places  upon  the 
mafts,  yards,  and  fails,  and  amongft  the  rigging,  are  alio  of  various  fizes, 
fhapes,  nnd  powers,  according  to  the  effeft  they  are  calculated  to  produce. 
They  are  fingle,  double,  or  treble,  being  fo  denominated  from  the  number  of 
wheels  chty  contain.  There  are  even  fome  of  them  five,  fix,  and  feven  fold, 
but  tl'.cfe  are  only  employed  to  raife  or  move  fome  very  weighty  bodies,  and 
are  not  ufed  .ibout  the  yards  or  fails.  We  fhall  begin  by  defcribing  the  moft 
fimple,  and  afterwards  proceed  to  thofe  which  are  more  complicated. 

A  common  fingle  block  is  compofed  of  three  parts  ;  the  fliell,  the  flieave, 
and  the  pins.  The  fhell,  arcajfe,  approaches  nearcft  to  the  figure  of  a  long 
fpheroid,  fomewhat  flatted  in  the  middle.  Between  the  two  flat  fides  it  is 
hollowed  fo  as  to  receive  a  narrow  cylindrical  wheel  called  the  Iheave,  rouet, 
formed  of  ligniim-vitje,  or  other  hard  wood  ;  and  through  the  center  of 
this  Ihcave  is  bored  a  round  hole  to  admit  of  a  pin,  which  is  driven  through 
two  correfponding  holes  in  the  middle  of  the  fiiell,  perpendicular  to  the 
hollow  fpace  within.  The  pin  thus  becomes  the  axis  of  the  wheel  or 
fheave,  which  completes  the  wooden  work  of  the  machine.  Thus  formed, 
it  is  bound  with  a  fort  of  rope-ring,  which  is  clofcly  fitted  to  a  notch  paf- 
fing  round  the  furtacc  of  the  fhell,  and  over  both  ends  of  the  pin  :  and 
by  this  ring,  or  wr»  ath,  which  is  called  a  block-ftrop,  they  are  fufpended 
upon  the  m.afts,  fhrouds,  &c. 

The  complicated  blocks,  or  thofe  which  contain  a  number  of  wheels, 
either  have  all  the  wheels  to  run  upon  one  axis,  (fee  plate  I.)  or  have  their 
fhells  fo  formed  th;.t  the  wheels  are  one  ab  we  another.  In  the  former 
fliape  they  approach  nearcft  the  figure  of  a  cylinder,  an^l  in  '.he  luLttr  ap- 
pe:.r  like  two  or  more  fingle  blocks  joined  togetiicr  end  v:  vs. 

In  plate  I.  fig.  7.  a,  reprcfcnts  a  fingle  block,  and  b,  c,  two  double  ones, 
of  différent  kinds,  without  Ifrops.  Fig.  e,  f,  two  douljle  tackle  blocks 
iron-bound,  the  low  r  one,  f,  being  fitted  with  a  iwivel  ;  g,  a  double 
iron-bound  block  with  a  large  hook  ;  h,  a  fnatch-block  ;  i,  a  top-block; 
k,  a  voyal-blotk,  and  1,  acluc-garnti-block.  See  Snatch-Block,  Tackle, 
and  VovAL. 

The  Cat-bîork  (plate  II.  fig.  15.)  is  employed  to  draw  the  anchor  up 
to  the  cat-head.     See  the  article  Cat. 

The  fwivel  in  the  imn-bourd  block  is  to  turn  it,  that  the  fcveral  parts 
of  the  rope,  of  which  the  tackle  s  cuin ,jote(.,  n"  ly  not  be  twilttd  round  each 
other,  which  would  grcatl.y  dimuufli  the  mechanical  power. 

The 


BOA  BOA 

The  top-block  is  ufcd  to  hoift  up  or  lower -down  the  top-mafts,  and  is  for 
this  purpofe  hooked  in  an  eye-bolt  driven  into  the  cap.     See  Cap. 

The  ciiie-garnct  blocks  are  tiled  to  draw  the  clues,  or  lower-corners  of 
the  ccurfcs,  up  to  the  yard,  and  are  confcquently  faftened  to  the  clues  of 
thofe  fails.  See  Clue-garnet.  The  ufe  of  the  fhoulder  on  the  lower- 
end,  is  to  prevent  the  (hop  from  being  fretted  or  chafed  by  the  motion  of 
tlie  fail,  as  the  fliip  rolls  or  pitches. 

Block  and  Block,  the  fituation  of  a  tackle  when  the  two  oppofite  blocli^ 
are  drawu  clofe  together,  fo  that  the  mechanical  power  becomes  deftroyed, 
till  the  tackle  is  again  over-hatiUd  by  drawing  the  blocks  afunder. 

BOARD,  in  navigation,  (bordée,  Fr.)  the  fpace  comprehended  between 
any  tv/o  places  where  the  fliip  changes  her  courfe  by  tacking-,  or  the  linp 
over  which  fhe  runs  between  tack  and  tack,  when  flie  is  turning  to  wind- 
ward, or  failing  againft  the  direflion  of  the  wind.  See  the  articles  Beating 
and  Tacking. 

She  makes  a  good  Board,  i.  e.  fails  nearly  upon  a  flraight  line,  without 
deviating  to  leeward  when  fhe  is  clofe-hauled.     See  Close-hauled. 

BOARDING  (abordage,  Fr.)  an  affauk  made  by  one  fliip  upon  another, 
by  entering  her  in  battle  with  a  detachment  of  armed  men  -,  either  becaufe 
the  eflorts  of  the  artillery, and  mufqvietry  have  proved  ineffeftual,  or  be- 
caufe fhe  may  have  a  greater  number  of  men,  and  be  better  equipped  for 
this  attack  than  the  enemy  who  defends  herfelf  againft  it. 

This  ftratagem,  however,  is  chiefly  pra6tifed  by  privateers  upon  mer- 
chant-Ihips,  who  are  not  fo  w-ell  provided  with  men,  and  rarely  attempted 
in  the  royal  navy  -,  the  battle  being  generally  tiecided  in  fliips  of  war  by 
the  vigorous  execution  of  a  clofe  cannonade. 

An  officer  fliould  maturely  confider  the  danger  of  boarding  a  fliip  of  war 
before  he  attempts  it  ;  and  be  well  aflured  that  his  adverl'ary  is  weakly 
manned  ;  for  perhaps  he  wifhes  to  be  boarded,  and  if  fo,  a  great  flaughter 
will  neceffarily  follow. 

The  fwell  of  the  fea  ought  alfo  to  be  conficiered,  becaufe  it  may  run  fo 
high  as  to  expofe  both  the  fliips  to  the  danger  of  flnking. 

There  is  perhaps  very  little  prudence  in  boarding  a  fliip  of  equal  force-, 
and  when  it  is  attempted,  it  may  be  either  to  windward  or  to  leeward,  ac- 
cording to  the  comparative  force  or  fituation  of  the  fliips.  If  there  be  any 
fwell,  or  fea,  it  may  be  more  advifeable  to  lay  the  enemy  aboard  on  the 
lee-fide,  as  the  water  is  there  the  fmootheft  ;  befides,  if  the  boarder  is  re- 
pulfed  in  that  fituation,  he  may  more  eafily  withdraw  his  men,  and  fland 
off  from  his  .ndveifary.  But  as  the  weatlier-fliip  can  generally  fall  to  leeward 
at  any  time,  it  is  perhaps  more  eligible  to  keep  to  windward,  by  which  flie 
will  be  enabled  to  rake  her  antagonift,  or  fire  the  broadfide  into  her  Hern 
as  flie  croffes  it,  in  paiîing  to  leeward,  which  will  do  great  execution 
amongft  her  men,   by  fcouring  the  whole  length  of  the  deck. 

Boarding  may  be  performed  in  different  places  of  the  fliip,  according  to 
the  circumftances,  preparation  and  pofition  of  both  :  the  afliiilant  having 
previoufly  felecfted  a  number  of  men  armed  with  piltols  and  cutlafTes.  A 
number  of  powder- flaflis,  or  flafks  charged  with  gun-powder  and  fitted 
with  a  fufe,    are  alfo  provided,    to  be  thrown  upon  the  enemy's  deck 

immediately 


BOA  BOA 

immediately  before  the  affiiult.  Befides  this,  the  boarder  is  generally  fur- 
nifhed  with  an  earthen  (hell,  called  a  ftink-pot,  which  on  that  occafion  is 
lulpendcd  from  his  yard-arms  or  howfprit-end.  This  machine  is  alfo 
charged  with  powder,  mixed  with  other  inflammable  and  fuffbcating  mate- 
rials, with  a  lighted  fiife  at  the  aperture.  Thus  prepared  for  the  action, 
and  having  grappled  his  adverfary,  the  boarder  difplays  his  fignal  to  begin 
the  rdfault.  Tiie  lufes  of  the  ftink-pot  and  powder-flan<s  being  lighted, 
they  are  immediately  thrown  upon  the  deck  of  the  enemy,  where  they 
burft  and  catch  fire,  producing  an  intolerable  ftench  and  fmoke,  and  fill- 
ing the  deck  with  tumult  and  diftraftion.  Amidft  the  confufion  occafioned 
by  this  infernal  apparatus,  the  detachment  provided  rufli  aboard  iword  in 
hand,  under  cover  of  the  fmoke,  on  their  antagonift,  who  is  in  the  fame 
predicament  with  a  citadel  ftormed  by  the  befiegers,  and  generally  over- 
powered, unlefs  he  is  furnifhed  with  extraordinary  means  of  defence,  or 
cq  lippci  with  clofe-quarters,  to  which  he  can  retreat  with  lome  probability 
ot    fatcty.     See  the  article  Close-Quarters. 

BOAT,  (biet^  Sax.  hoot^  Belg.)  a  fmall  open  velTel,  conduced  on  the  water 
by  rowing  or  failing.  The  conftrucftion,  machinery,  and  even  the  names 
of  boats,  arc  very  different,  according  to  the  various  purpofes  for  which 
they  are  calculated,  and  the  fervices  on  which  they  are  to  be  employed. 

Thus  they  are  occalionally  (light  or  ftrong;  fharp  or  flat-bottomed-,  open 
or  decked  ;  plain  or  ornamented  \  as  they  may  be  defigned  for  fwiftnefs  or 
burthen  ;  for  deep  or  fliallow  water  ;  for  failing  in  a  harbour  or  at  fea  j  and 
for  convenience,  or  pleafure. 

The  largeft  boat  that  ufually  accompanies  a  (liip  is  the  long-boat,  cha- 
loupe, which  is  generally  furnilhed  with  a  maft  and  fails  :  thofe  which  are 
(itted  for  Ihips  of  war,  may  be  occafionally  decked,  armed,  and  equipped, 
for  cruifing  lliort  dift;inces  againrt  merchant-fliips  of  the  enemy,  or  (mug- 
glcrs,  or  for  imprelling  feamen,  &c. 

The  barges  are  next  in  order,  which  are  longer,  (lighter,  and  narrower  : 
they  are  employed  to  carry  the  principal  lea-o(ficers,  as  admirals,  and 
captains  of  fhips  of  war,  and  are  very  unfit   for  fea.      See  the    article 

B.VRGE. 

Pinnaces  exactly  refemble  barges,  only  that  they  arc  fomewhat  fmaller, 
and  never  row  more  than  eight  oars;  whereas  a  barge  properly  never  rows 
Icl's  than  ten.     Thefe  are  for  the  accommodation  of  the  lieutenants,  &c. 

Cutters  of  a  fhip,  (bateaux,  Fr.)  are  broader,  tieeper,  and  (horter  than 
thj  barges  and  pinnaces-,  they  are  fitter  for  failing,  and  are  commonly  em- 
ployed in  carrying  (tores,  provifions,  pa(rengers,  hcz.  to  and  from  the  fhip. 
In  the  (Irudture  of  this  fort  of  boats,  the  lower  edge  of  every  plank  in 
the  fide  over-lays  the  upper-edge  of  the  plank  below,  which  is  called  by 
fhip-wrights  clinch-work. 

Yawls,  (canots,  Fr.~  arc  fomething  Icfs  than  cutters,  nearly  of  the  fiime 
form,  and  uleci  for  limilar  fervices  ;  tlwy  are  generally  rowed  with  fix 
oars. 

The  above  boats  more  particularly  belong  to  (hips  of  war-,  as  mer- 
chaot-lhips  Icldom  have  more  than  two,  viz.  a  long-boat  and  yawl  :  wher» 

they- 


BOA  BOA 

tliey  have  a  third,  it  is  generally  calculated  for  the  countries  to  whicli 
they  trade,  and  varies  in  it's  conftruilion  accordingly. 

Merchant-ihips  employed  in  the  Mediterranean  find  it  more  convenient 
to  ufe  a  lanch,  which  is  longer,  more  flat-bottomed,  and  better  adapted 
every  way  to  the  harbours  of  tliat  Tea  than  a  long-boat.    See  Lanch. 

A  wherry,  (diligence,  Fr.)  is  a  light  fliarp  boat,  uled  in  a  river  or  harbour 
for  carrying  palVengers  from  place  to  place. 

Punts,  (flette,  Pr.)  are  a  fort  of  oblong  flat-bottomed  boats,  nearly  re- 
fembling  floating  Itagcs  ;  they  are  ufcd  by  fhipwrights  and  caulkers,  for 
breaming,  caulking,  or  repairing  a  fhip's  bottom. 

A  moles  is  a  very  flat  broad  boat,  uled  by  merchant-fhips  amongfl;  the 
Carribbee-iflands,  to  bring  hogfheads  of  iugar  off  from  the  lea-beach  to 
the  fhipping  wiiich  are  anchored  in  the  roads. 

A  felucca  is  a  ftrong  paflagc-boat  ufcd  in  the  Mediterranean,  from  ten 
to  fixteen  banks  of  oars.  The  natives  of  Barbary  often  employ  boats  of 
this  fort  as  cruilcrs. 

For  the  larger  fort  of  boats,  fee  the  articles  Craft,  Ci'tter,  Periacua, 
and  Shallop. 

Of  all  the  fmall  boats,  a  Norway  yawl  fceins  to  be  the  beft  calculated 
for  a  high  fea,  as  it  will  often  venture  out  to  a  great  diftance  from  the 
coaft  of  that  country,  when  a  ilout  fhip  can  hardly  carry  any  fail. 

Trim  the  Boat  !  ( knrque-droit  !  Fr.)  the  order  to  fit  in  the  boat  in  fuch 
a  manner  as  that  fhe  Ihall  float  upright  in  the  water,  without  leaning  to 
either  fide. 

To  bale  the  Boat,  is  to  throw  out  the  water  which  remains  in  her  bottom 
or  the  well-room. 

Moor  the  Boat  !  the  order  to  fafl:en  a  boat  with  two  ropes,  fo  as  that  the 
one  fhall  counter-aft  the  other. 

For  a  reprefentation  of  feme  of  the  principal  boats  of  a  Ihip  of  war,  fee 
plate  III.  where  fig.  i.  exhibits  the  elevation,  or  fide  view,  of  a  tcn-oared 
barge  ;  a  a,  it's  keel  ;  b,  the  ftern-poft  -,  c,  the  ftem  ;  b  c,  the  water-line,  which 
feparates  what  is  under  the  furface  of  the  water  from  what  is  above  it-,  e,  the 
row-locks,  which  contain  the  oars  between  them;  f,  the  top  of  the  ftern;  g, 
the  back-board;  f  g,  the  place  where  the  cockfwain  Hands  or  fits  while  fleer- 
ing the  boat;  1,  the  rudder,  and  m,  the  tiller,  which  is  framed  of  iron. 

Fig.  2.  rcprefents  the  plan  of  the  fame  barge,  where  d  is  the  'thwarts, 
or  feats  where  the  rowers  fit  to  manage  their  oars  ;  f,  i,  h,  the  flern-fliccts  ; 
i  k,  the  benches  whereon  the  pafTengers  fit  in  the  ftern-fheets  :  the  rell  is 
explained  in  fig.  i. 

Fig.  3.  is  a  Itern  view  of  the  fame  barge,  with  the  projeftion  of  all  the 
timbers  in  the  after-body;  and  fig.  4.  a  head  view,  with  the  curves  of  all 
the  timbers  in  the  îore-body. 

Having  thus  explained  the  different  views  of  the  barge,  the  reader 
will  eafily  comprehend  the  lèverai  correfponding  parts  in  the  other  boats  ; 
where  fig.  5  is  the  plan,  and  fig.  6  the  elevation  of  a  tv/elve-oared  cutter 
that  rows  double  banked  :  which,  although  feldom  employed  unlels  in 
capital   fhips,    becaufe    requiring  twelve  rowers,  is  neverthelcfs  a  very 

excellent 


BOA  BOL 

excellent  boat,  both  for  rowing  and  failing.  Fig.  7  and  8  are  the  head 
and  Item  of  this  boat. 

Fig.  9  is  the  plan  of  a  long-boat,  of  which  fig.  10  is  the  elevation,  n 
the  ftern-view,  and  12  the  head-view. 

Boat-hook,  an  iron  hook,  with  a  fharp  point  on  the  hinder  part  thereof, 
to  fticlc  into  a  piece  of  wood,  a  Ihip's  fide,  &c.  It  is  ftuck  upon  a  long 
pole  or  fliaft,  (pi.  III.  fig.  i.  n.)  by  the  help  of  which  a  perfon  in  tlie  boat 
may  either  hook  any  thing  to  confine  the  boat  in  a  particular  place,  orpufh 
her  off"  by  the  fliarp  point  attached  to  the  back  of  the  hook. 

Bo.-vTsv/AiN,  (contre-iualtie,  Fr.)  tlie  officer  who  has  the  boats,  fails,  rig- 
ging, colours,  anchors,  and  cables,  committed  to  his  charge. 

It  is  the  duty  of  the  boatfwain  particularly  to  dircft  whatever  relates  to 
the  rigging  of  a  (hip,  after  flie  is  equipped  from  a  royal  dock-yard.  Thus 
he  is  to  obfervc  that  the  mafts  are  properly  fupported  by  their  (hrouds, 
flays,  and  back-days,  fo  that  each  of  thofc  ropes  may  fuftain  a  proportional 
effort  when  the  malt  is  Itrained  by  the  violence  of  tiie  wind,  or  the  agita- 
tion of  the  fliip.  He  ought  alfo  to  take  care  that  the  blocks  and  running- 
ropes  are  regularly  placed,  fo  as  to  anfwer  the  purpofes  for  which  they  are 
intended  ;  and  that  the  fails  are  properly  fitted  to  their  yards  and  ftays, 
and  well  furled  or  reefed  when  occafion  requires. 

It  is  likewifc  his  office  to  fummon  the  crew  to  their  duty  -,  to  affifl:  with 
his  mates  in  the  necefiary  bufinefs  of  the  fliip;  and  to  relieve  the  watch 
when  it  expires.  He  ought  frequently  to  examine  the  condition  of  the 
malls,  fails,  and  rigging,  and  remove  whatever  may  be  judged  unfit  for 
fervice,  or  fuppiy  what  is  deficient  :  and  he  is  ordered  by  his  in{lrucl:ions 
to  perform  tlus  duty  with  as  iutle  uoife  as  pojjllle. 

BOB-STAY,  (fous-barbe,  Fr.)  a  rope  uled  to  confine  the  bowfprit  of  a 
ffiip  downward  to  the  Item,  or  cut-water.  It  is  fixed  by  thrulling  one  of  it's 
ends  through  a  hole  bored  in  the  fore-part  of  the  cut-water  for  this  purpofe, 
and  then  fplicing  both  ends  together  fo  as  to  make  it  two-fold,  or  like  the 
link  of  a  chain  :  a  dead-eye  is  then  feized  into  it,  and  a  laniard  paffing  through 
this,  and  communicating  with  another  dead-eye  upon  the  bowfprit,  is  drawn 
extremely  tigiu  by  the  help  of  mechanical  powers.     See  Bowsprit. 

The  life  of  the  bob-ftay,  is  to  draw  down  the  bowfprit,  and  keep  it 
(leady  -,  and  to  counteract  the  force  of  the  ftays  of  the  fore-mall,  which 
draw  it  upwards.  1  he  bowfprit  is  alfo  fortified  by  flirowds  from  tlie  bows 
on  each  fide;  which  are  all  very  necefiary,  as  the  fore-mafl:  and  the  upper- 
part  of  the  muin-maft  are  ftaycd  and  greatly  fupported  by  tlie  bowfprit. 
For  this  real'on,  the  bob-ftay  is  the  firft  part  of  a  fliip's  rigging  which  is 
drawn  tight  to  fupport  the  mafts.  To  perform  this  tafk  more  efix-ftually, 
it  is  ufual  to  fufpend  a  boat,  anchor,  or  otiicr  weighty  body,  at  the  bowfprit- 
tnti,   to  prefs  it  downwards  during  tiiis  operation. 

BOLD,  an  epithet  applied  to  the  fea-coaft,  fignifying  ftecp,  or  abrupt, 
fo  as  to  admit  the  approach  of  fliipping  without  expofing  them  to  the  danger 
of  beint'  run  aiiround,  or  ftrandcil. 

BOLSTERS,  (chevet^  Fr.)  a  fort  of  fmall  cufliions  or  bags,  filled  with 
tarred  canvas,  laid  between  the  collars  of  the  ftays  and  the  edge  of  fome 

G  piece 


BOL  BON 

piece  of  wood  on  wliich  they  lie  :  they  are  ufed  to  prcferve  the  ftays  from 
being  chafed  or  galled  by  the  motion  of  the  mails,  as  the  fhip  rolls  or 
pitches  at  fca. 

BOLT,  is  generally  a  cylindrical  pin  of  iron,  of  which  there  are  various 
forts,  (fee  plate  II.)  ufed  for  fundry  occafions  in  fliip-building. 

The  bolts  are  principally  employed  cither  to  imite  fcvtral  members  of  a 
fhip's  frame  into  one  folid  piece,  or  to  faften  any  moveable  body  on  a  par- 
ticular occafion.  Thofe  which  are  calculated  for  the  former  purpofe  have 
commonly  fmall  round  heads,  fomewhat  flatted-,  on  the  contrary,  the  bolts 
which  are  intended  for  the  latter  ule,  have  either  a  large  round  head,  as 
thofe  of  the  cliains,  fig.  i.  plate  II.  or  an  eye,  with  or  without  a  ring  in 
the  fame  place,  fig.  3.  and  39,  as  thofe  which  are  defigned  to  fecure  the 
great  guns,  the  jcars  of  the  main-fail  and  fore-fail,  the  Hoppers  of  the 
cables,  &c. 

The  bolts  are  fhort  or  long,  according  to  the  thicknefs  of  the  timber 
wlicrein  they  arc  to  be  lodged:  they  penetrate  cither  quite  through  the  pieces 
into  which  they  are  driven,  or  to  a  certain  determinate  depth.  The  laft 
of  thefe,  called  a  rag-bolt,  is  retained  in  it's  fituation  by  means  of  fcveral 
barbs,  fig.  2.  which,  faftening  into  the  timbers,  prevent  the  bolt  from  loofen- 
ing  from  it's  ftation  by  the  working  of  the  Ihip.  The  firlt,  after  being  driven 
through  the  pieces  it  is  intended  to  unite,  is  confined  by  a  flat  iron  wedge, 
called  the  forelock,  which  is  thrufl:  througii  a  narrow  hole  in  the  fmall  end 
of  the  bolt,  where  it  is  hardened  home  by  a  hammer  ;  and  to  prevent  the 
forelock  from  cutting  the  wood-work  in  this  pofition,  a  little  iron  ring  is 
fixed  over  the  end  of  the  bolt,  between  the  forelock  and  the  timber. 

Thofe  bolts,  which  have  the  largell  of  the  round-heads,  are  called  fender- 
bolts,  being  driven  into  the  wales,  fl:em,  or  fides  of  fome  fmall  veflels  of 
burthen,  as  lighters,  beancods,  prames,  &c.  to  defend  their  timber-work, 
from  the  fliock  of  any  other  veflels  which  may  tall  aboard  by  accident. 

BOLT-ROPE,  (rcJingue,  Fr.)  a  rope  to  which  the  edges  or  fkirts  of 
the  fails  are  fewed,  to  ftrengthen  and  prevent  them  from  rending.  Thofe 
parts  of  the  bolt-rope,  which  are  on  the  perpendicular  or  floping  edges, 
are  called  leech-ropes  -,  that  at  the  bottom,  the  foot-rope-,  and  that  on  the 
top  or  upper-edge,  the  head-rope.  Stay-fails,  whofe  heads  are  formed  like 
an  acute  angle,  have  no  head-rope.  To  difl^erent  parts  of  the  bolt-rope 
are  faftcned  all  the  ropes  employed  to  contract  or  dilate  the  fails.  The 
figure  and  pofition  of  the  bolt-rope  is  exhibited  in  the  plate  referred  to 
from  the  article  S.iil. 

BOMB.     See  the  articles  Mortar  and  Smell. 

BOMB- VESSEL,  (bombarde,  Fr.)  a  fmall  fliip  particularly  calculated 
to  throw  fhells  into  a  fortrefs.  They  are  faid  to  be  invented  by  M.  Rcy- 
neau,  and  to  have  been  firfl:  put  in  aftion  at  the  bombardment  of  Algiers. 
Till  then  it  had  been  judged  impraticable  to  bombard  a  place  from  the 
fea.     See  a  particular  defcription  of  thefe  fiiips  in  the  article  Ketch. 

BONNET,  an  additional  part  laced  to  the  bottom  of  the  main-fail  and 
fore-fail  of  fome  fmall  vcfiils,  in  moderate  winds, 

BOOM, 


BOO  BOT 

BOOM,  (ejlacade,  barre,  Fr.  from  loom,  a  tree,  Dutch)  in  marine  fur- 
tification,  a  Itrong  chain  or  cable,  on  which  are  faftened  a  number  of 
poles,  bars,  &c.  extending  athwart  the  mouth  of  a  harbour  or  river,  to 
prevent  the  enemies  fliips  of  war  from  entering.  It  may  be  occalionally 
funk,  or  drawn  up  to  the  furface  of  the  water,  by  capftcrns,  and  other 
mechanical  powers. 

BooM-iRON,  is  compofed  of  two  iron  rings,  formed  into  one  piece,  fo  as 
nearly  to  refemble  the  figure  of  8.  It  is  employed  to  connect  two  cylindrical 
pieces  of  wood  together,  when  the  one  is  ufed  as  a  continuation  of  the  other; 
îlich  is  the  jib-boom  to  the  bowfprit  ;  and  fuch  are  xht:  Jludding-fail  hoomi 
to  the  rel'pedlive  yards  from  whole  extremities  tiicy  are  prolonged.  The 
rims,  or  circles  of  the  boom-irons,  are  broad  and  flat;  and  one  of  them, 
which  is  firmly  driven  upon  the  main,  or  fore-yard-ar.m,  is  fomewhat  larger 
than  the  other,  as  exhibited  in  fig.  5.  plate  II.  The  ftudding-fail-boom 
ufually  refts  in  the  fmall  ring,  through  which  it  is  occafionally  thrull  out- 
wards from  the  yard-arm,  when  the  ftudding-fail  is  to  be  let.  Every  boom 
of  this  kind  has,  or  ought  to  have,  two  boom-irons,  one  ot  which  is  fixed 
on  the  extremity  of  the  yard,  and  tjie  other  further  inward.  The  former  of 
thefe  is  frequently  framed  of  one  ring  only,  which  projects  from  the  end  of 
the  yard,  where  it  is  fattened  by  a  itrong  iron  bar,  opening  into  a  fort  of 
fork  or  crotch  that  Aides  upon  the  yard  lengthways,  where  it  is  faflened  by 
nails  driven  from  above  and  below. 

Booms,  (boute  dehors,  Fr.)  certain  long  poles  run  out  from  different  places 
in  the  fiiip  to  extend  the  bottoms  of  particular  fails.  Of  tliefe  there  are 
feveral  fortS;  as  the  jib-boom,  Itudding-fail-booms,  ring-tail-boom,  driver- 
boom,  main-boom,  and  fquare-fail-boom  ;  the  two  laft,  however,  are  only 
appropriated  to  fmall  fliips  of  one  or  two  malls.     See  Jib,  &c. 

BOOT-TOFPING,  the  ad  of  cleaning  the  upper-part  of  a  lliip's  bot- 
tom, or  that  part  which  lies  immediately  under  the  furface  of  the  water, 
and  daubing  it  over  with  tallow,  or  with  a  coat  or  mixture  of  tallow,  ful- 
phur,  refin,  ike. 

Boot-topping  is  chiefly  performed  where  there  is  no  dock,  or  other 
commodious  fituation  for  breaming  or  careening;  or  when  the  hurry  of  a 
voyage  renders  it  inconvenient  to  have  the  whole  bottom  properly  trimmed 
and  cleanfed  from  the  filth  which  gathers  to  it  in  the  courle  of  a  fea-voyage. 
It  is  executed  by  making  the  Ihip  lean  to  one  fide,  as  much  as  they  can 
with  fafety,  and  then  fcraping  off  the  grafs,  flime,  fliells,  or  other  materials 
that  adhere  to  the  bottom,  on  the  other  fide,  which  is  elevated  above  the 
furface  of  the  water  for  this  purpofe,  and  accordingly  daubed  with  the  coat 
of  tallow  and  fulphur.  Having  thus  finiflied  one  fide,  they  make  the  fliip 
lean  to  the  other  fide,  and  perform  the  fame  operation,  whicii  not  only 
prefervcs  the  bottom  from  the  worm,  but  makes  the  fliip  Aide  fmoothly 
through  the  water.     See  Careen  and  Dock. 

BORE.     See  the  article  Cannon. 

BOTH  SHEETS  AFT,  (entre  deux  éccutes,  ¥r.)  the  fituation  of  a 
fliip  that  tails  right  afore  the  wind,  or  with  the  wind  right  aftern. 

G  2  BOTTOM, 


B     O     1^  BOT 

BOTTOM,  (carene,  Fr.  l^olm.  Sax.  hcdan,  Belg.)  as  a  lea-tenn,  is  either 
iifed  to  denote  the  bottom  of  a  fhip,  or  that  of  the  water:  thus  in  the  former 
fenfe  we  fay,  a  clean  or  a  foul  bottom  ;  a  Biiiifh,  French,  or  Dutch  bot- 
tom :  and  in  the  latter  fenfe,  a  rocky,  fandy,  or  oozy  bottom. 

The  bottom  of  a  Hiip,  as  we  have  defcribed  it  in  the  article  Nû.val  A  rchi- 
TECTURE,  comprehends  all  that  part  which  is  under  water  when  the  fhip  is 
laden  -,  the  figure  of  it  muft  therefore  be  determined  by  the  qualities  re- 
quired in  the  fliip,  and  the  purpofes  for  which  flie  is  dcfigned. 

It  has  been  remarked,  that  a  fliip  of  w;ir  fhould  carry  her  lowed  tier  of 
cannon  fufiiciently  above  the  furface  of  the  water  to  be  ufed  when  neceffary. 
If  this  quality  is  neglefted,  a  fniall  fhip  will  have  the  advantage  of  a  large 
one,  inaimuch  as  the  latter  cannot  open  her  lower  battery  in  a  frelh  fide-  - 
wind,  without  being  cxpoled  to  extreme  danger,  by  receiving  a  great 
quantity  of  water  in  at  her  ports  bctween-decks. 

A  fliip  ihould  be  duly  poifed,  fo  as  not  to  dive  or  pitch  heavily,  but  go 
fmoothly  and  eafily  through  the  water,  rifing  to  the  waves  when  they  run 
high,  or  when  the  velTel  has  reduced  her  fail  to  the  ftorm.  If  fhe  is  defi- 
cient in  this  article,  the  feas  will  frequently  burlt  aboard,  and  ftrain  the 
decks  or  carry  away  the  boats.  The  mails  are  alio  greatly  endangered  from 
the  fame  caufe. 

A  fhip  fliould  fail  well  when  large,  or  before  the  wind  -,  but  particularly 
when  clofe-hauled,  or  fiiling  with  a  fide-v/ind.  Slie  Ihould  alfo  be  enabled 
in  the  latter  fuuation  to  keep  her  wind,  without  deviating  much  to  leeward  -, 
to  work  and  tack  eafily,  and  lie  in  a  turbulent  fea  without  flraining 
violently. 

iVIany  of  our  fhipwrights  have  confidered  it  extremely  difficult,  if  not 
impracticable,  to  make  a  fliip  carry  her  cannon  well,  bear  a  competent  fail, 
and  advance  fwiftly  through  the  water;  becaufe  a  very  full  bottom  is  ne- 
ceffary to  acquire  the  two  firll  qualities  ;  whereas  a  fharp  floor  is  better  fitted 
to  procure  the  latter.  But  when  it  is  remembered,  that  a  full  fhip  will 
carry  a  much  greater  force  of  fail  than  n  fliarp  one,  a  good  artift  may  form 
the  body  fo  as  to  unite  all  theie  three  qualities  with  the  additional  one  of 
Itcering  eafily,  by  paying  a  proper  attention  to  the  following  general  rules. 

To  make  a  fhip  carry  a  good  fail.  A  flat  floor-timber  fomewhat  long, 
or  the  lower-futtocks  pretty  round,  a  ftraight  upper-futtock,  the  top- 
timber  to  throw  out  the  breadth  aloft  -,  at  any  rate  to  carry  the  main- 
breadth  as  high  as  the  lower-deck.  Now  if  the  rigging  be  well  adapted  to 
fuch  a  body,  and  the  upper-works  lightened  as  much  as  polfible,  fo  that 
the  whole  contributes  to  lower  the  center  of  gravity,  there  will  be  no  reafoii 
to  doubt  of  the  fliip's  carrying  a  good  fail. 

To  make  a  fliip  lleer  well,  and  anlwcr  the  helm  readily.  If  the  fafliiorv 
pieces  be  well  formed,  the  tuck,  or  fpreading-parts  under  the  ftern, 
tarried  pretty  high  ;  the  mipfliip-frame  well  forward  ;  a  confiderablc 
additional  depth  in  the  draught  of  water  abaft  more  than  forward  ;  a 
great  rake  forward  and  none  abaft  -,  a  fnug  quarter-deck  and  forecaftle  : 
aH  thcfe  will  greatly  facilitate  the  fteerage-,  and  a  fliip  that  fails  well  will 
ahvays  fteer  eafily, 

6  To 


BOT  BOW 

To  make  a  fhip  carry  her  guns  well  out  of  the  water.  A  long  floor- 
timber,  and  not  of  great  rifing  -,  a  very  full  midfhip-frame,  and  low  tuck, 
with  light  upper-works. 

To  make  a  fliip  go  fmoothly  through  the  water,  and  prevent  her  from 
pitching  heavily.  A  long  keel  ;  a  long  floor  -,  not  to  rife  too  high  afore 
and  abaft  -,  but  the  area,  or  fpace  contained  in  the  fore-body,  according  to 
the  refpcflive  v.eight  it  is  deliincd  to  carry  :  all  thcfc  are  neceflary  to  make 
a  fliip  pafs  e;irily  through  the  fea. 

To  make  a  fliip  keep  a  good  wind  and  drive  little  to  leeward.  A  good 
length  by  the  keel  ;  not  too  broad,  but  pretty  deep  in  the  hold,  which 
will  occafîon  her  to  have  a  mort  floor-timber  and  a  very  great  rifing.  As 
iuch  a  (hip  will  meet  with  great  refiftance  in  driving  fideways,  and  feel  very 
little  in  advancing  or  going  ahead,  fo  will  fall  very  little  to  leeward. 

Being  thus  furnifhed  with  the  methods  to  qualify  a  fhip  for  the  dif- 
ferent purpofes  of  navigation,  the  only  difficulty  remains  to  applv  them 
properly  in  the  confliruftion,  which  muft,  in  a  great  meafure,  be  left  to 
the  judgment  of  the  artift.  The  whole  art  then  is  evidently  to  form  the 
body  in  fuch  a  manner,  as  that  none  of  thcfe  qualities  fhall  be  entirely 
deflroyed  -,  and  in  giving  the  preference  to  that  v/hich  is  principally  re- 
quired in  the  fervice  for  which  the  fliip  is  deitined.  As  it  therefore  appears 
poflîble  to  unite  them  all  in  one  veficl,  fo  that  each  of  them  may  be  eafily 
difcerned,  a  neglcft  of  this  circumftance  ought  to  be  attributed  to  the 
incapacity  of  the  fliipwright,  who  has  not  (ludied  the  principles  of  his  art 
with  proper  application.  See  Naval  Architecture,  Building,  and 
Ship. 

BOTTOMRY,  (bcmcrie,  Fr.  from  bottom)  a  contract  for  borrowing 
money  on  the  keel  or  bottom  of  a  fliip  -,  fo  that  the  commander  binds  the 
(hip  herfelf,  that  if  the  money  be  not  paid  at  the  time  appointed,  the  cre- 
ditors fliall  have  the  fliip. 

Bottomry  is  alfo  where  a  perfon  lends  money  to  a  merchant  or  ad- 
venturer who  wants  it  in  traffic,  and  the  lender  is  to  be  paid  a  much 
greater  fum  at  the  return  of  the  fliip,  fl:anding  to  the  hazard  of  the 
voyage.  Although  the  interell  on  this  account  be  greater  than  the  law 
commonly  allows,  it  is  yet  not  efteemed  ufury  ;  becaufe  the  money  being 
fupplied  at  the  lender's  rifl<,  if  the  fliip  periflic?,  he  fliares  in  the  lofs 
thereof. 

BOW,  (épaule,  Tr.)  in  fliip-building,  the  rounding  part  of  a  fliip's  fide 
forward,  beginning  at  the  place  where  the  planks  arch  inv;ards,  and  ter- 
minating where  they  clofe  at  the  flcm  or  prow.  Sec  the  article  Head, 
where  the  bow  of  a  fliip  is  reprefented  at  large.  It  is  provetl  by  a  variety 
cf  experiments,  that  a  fiiip  with  a  narrov/  bow  is  much  better  calculated 
for  fiiiling  fwifily,  than  one  with  a  broad  bow  -,  but  is  not  fo  well  fitted 
for  a  high  fea,  into  which  flie  always  pitches,  or  plunges,  her  fore-part 
very  deep,  for  want  of  fiifllcient  breadth  to  repel  the  volume  of  water, 
which  flie  lo  eafily  divides  in  her  fall.  The  former  of  tlicie  is  called  by 
feamen  à  lean,  and  the  latter  a  Lluff  bow. 

"  The 


BOW  BOX 

"  The  bow  which  meets  with  the  Icafl:  rcfiftance,  in  a  direét  courfc, 
not  only  meets  with  the  Icall  rcfillance  in  oblique  couries,  but  alio  has  the 
additional  property  of  driving  the  leall;  to  leeward  ;  which  is  a  double  ad- 
vantage pained  by  forming  the  bow  fo  as  to  give  it  that  figure  which  will 
be  the  kail  oppofed  in  moving  tlirough  any  medium."  Bougucr's  Trmté  du 
Navire. 

On  the  Bow,  in  navigation,  an  arch  of  the  horizon,  comprehended 
between  fome  diftant  objeft  and  that  point  of  the  compafs  which  is  right 
ahead,  or  to  which  the  fliip's  llem  is  dircifted.  This  phrafe  is  equally 
applicable,  when  the  ()bje(!:t  is  beheld  from  the  fiiip,  or  difcovercd  by 
trigonometrical  calculation  :  as,  we  faw  a  fleet  at  day-break  bearing  three 
points  on  the  Jlarboard  bow  ;  that  is,  three  points  from  that  part  of  the  ho- 
rizon which  is  right  ahead,  towards  the  right  hand.  See  alio  the  article 
Bearing. 

BOWER.     See  the  article  Anchor. 

BOWLINE,  (boulhie,  Er.)  a  rope  fallened  near  the  middle  of  the  leech, 
or  perpendicular  edge  of  the  fquare  fails,  by  three  or  four  fubordinatc 
parts,  called  bridles.  It  is  only  ufcd  when  the  wind  is  fo  unfavourable  that 
the  fails  mull  i)e  all  braced  fidevvays,  or  dofe-bauled  to  tlie  wind  :  in  this 
fituation  the  bowlines  are  employed  to  keep  the  weather,  or  windward, 
edges  of  the  principal  Hiils  tigiit  forward  and  ileady,  without  which  they 
would  be  always  lliivering,  and  rendered  incapable  ot  fervice.  See  the 
articles  Bridle,  Close-hauling,  and  Sail. 

To  check  the  Bowline,  is  to  flacken  it,  when  the  wind  becomes  large. 

To  BOWSE,  (palûnquer,  Er.)  to  draw  on  any  body  with  a  tackle,  or 
complication  of  pullies,  in  order  to  remove  it,  or  otherwife  alter  it's  ftate 
or  fituation  :  this  is  chiefly  praftifed  when  fuch  alteration  or  removal  can- 
not be  conveniently  efteded  without  the  application  of  mechanical  powers. 
This  term  is  pronounced  boivce. 

BOWSPRIT,  (beaiiprc,  Fr.  from  boiu  znà.  fprit)  a  large  boom  or  maft, 
which  projeds  over  the  ftem,  to  carry  fail  forward,  in  order  to  govern  tlie 
fore-part  of  a  fliip,  and  counteradl  the  force  of  the  fails  extended  behind, 
or,  in  the  after  part.  It  is  otherwife  of  great  ufe,  as  being  the  principal 
iupport  of  the  iore-mafl,  by  confining  the  Jlays  whereby  it  is  fecured  and 
«nabled  to  carry  fail  :  thefe  are  great  ropes  llretching  from  the  maft-head 
to  the  middle  of  the  bowfprit,  where  they  are  drawn  tight.  See  the  articles 
Stay  and  Dead-eye. 

BOXES  of  the  pump.     See  the  article  Pump. 

BOX-HAULING,  in  navigation,  a  particular  method  of  veering  a 
Ihip,  when  the  fwell  of  the  fea  renders  tacking  impraticable.  It  is  per- 
formed by  putting  the  helm  a-lee^  to  throw  the  head  up  to  windward, 
where  meeting  with  great  refiftance  from  the  repeated  fliocks  of  the 
waves  on  the  weather  bow,  it  falls  off.,  or  turns  to  leeward,  with  a  quicker 
effort,  and  without  advancing.  The  aftermoft:  fails  are  at  this  time  di- 
miniflied,  or  perhaps  altogether  deprived  of  their  force  of  adion,  for  a 
Ihort  time,  becaufe  they  would  otherwife  counterad  the  fails  forward,  and 
prevent  the  Ihip  from  turning.  They  are,  however,  extended  as  foon  as 
6  '  the 


B>    O     X  B     R     E 

the  (hip,  in  veering,  brings  the  wind  on  the  oppofite  quarter,  as  their  effort 
then  contributes  to  affiil  her  motion  of  wheeling. 

Box-HAULiNG  is  generally  performed  when  the  fhip  is  too  near  the  Ihore 
to  have  room  fur  veering  in  the  ufual  way.     See  Veering. 

BOXING,  an  operation  in  failing  fomewhat  fimilar  to  box-hauling. 
It  is  performed  by  laying  the  head-fails,  or  the  fails  in  the  fore-part  of  the 
fhip,  aback,  to  receive  the  greateft  force  of  the  wind  in  a  line  perpendicular 
to  their  furfaces,  in  order  to  throw  the  fhip's  head  back  into  the  line  of  her 
courie,  after  fhe  had  inclined  to  windward  of  it  by  neglccl  of  the  helmf- 
man,  or  otherwife. 

BRACE,  (bras^  Fr.)  a  rope  employed  to  wheel,  or  traverfe  the  fails  upon 
the  mail,  in  a  direftion  parallel  to  the  horizon,  v/hen  it  is  necefiary  to  fhift 
the  fails,  that  they  may  correipond  with  the  direcîtion  of  the  wind  and  tlîe 
courfe  of  the  fhip.  Braces  are,  for  this  purpofc,  fattened  to  the  extemities 
of  the  yards,  which  are  called  the  yard-arms. 

All  the  braces  of  tlie  yards  are  double,  except  thole  of  the  top-gallant 
and  fpritfail-topfail  yards.  The  mizen-yard  is  furniflicd  with  fangs,  or 
vangs,  in  tiie  room  of  braces.     See  the  article  Mizhn. 

BRACKETS,  (confcles,  Fr.)  fhort  crooked  timbers  refembling  knees. 
They  are  fixed  under  the  galleries  and  frame  of  a  fhip's  head,  to  fupport 
the  gratings. 

BRAILS,  (cargnes,  hreuils,  Fr.)  certain  ropes  pafTing  through  pullies 
on  the  mizen-maft,  and  afterwards  fattened,  in  different  places,  on  the 
hinder,  or  aftmoft  ridge  of  the  fail,  in  order  to  trufs  it  up  to  the  matt,  as 
occafion  requires.     See  Mizen. 

Brails,  is  likewifc  a  general  name  given  to  all  the  ropes  which  are 
employed  to  haul  up,  or  colleft  to  their  yards,  the  bottoms,  lower  corners, 
and  ikirts  of  the  other  great  fails,  for  the  more  ready  furling  them  when- 
ever it  fliall  be  necelTary.  l"he  operation  of  thus  drawing  them  together, 
is  called  brailing  them  up,  or  hauling  them  up  in  the  brails.  See  the 
article  Sail. 

BRAKE,  (brimbale,  Fr.)  the  handle,  or  lever,  by  which  a  common 
fVi'p-pump  is  ufually  managed.  It  operates  by  means  of  two  iron  bolts 
thrult  through  the  inner  end  of  it  -,  one  ot  which  retting  acrofs  two  cheeks 
or  cars,  in  the  upper  end  cf  the  pump,  fcrvcs  as  a  fulcrum  for  the  brake, 
fupporting  it  between  the  cheeks.  The  other  bolt  connefts  the  extremity 
of  the  brake  to  the  pump-fpear,  which  draws  up  the  hex,  or  pitton,  charged 
with  the  water  in  the  tube.     Ste  the  article  Pump. 

BREADTH,  (largeur,  Fr.)  the  meafure  of  a  fhip  from  fide  to  fide  in 
any  particular  pL-^ce  :  it  is  ufually  dittinguilhed  into  extreme-breadth,  ligne 
du  fort,  main-breadth,  and  top-timber-bK;;dth.  See  the  explanation  of 
the  plane  of  projedion,  in  the  article  Nai\:l  Architecture, 

As  the  fides  of  the  fhip  are  formed  by  a  variety  of  ribs,  called  timbers, 
and  the  areas  of  thole  timbers  being  of  dift'erent  breadths  above  and  below, 
it  is  necefTary  to  diftinguilh  them  in  the  conftruftion,  in  order  to  form 
their  fevcral  curves,  and  fix  the  coriefponding  pieces  with  more  accu- 
racy and  prccifion.     The  part  of  every  timber  which  cndoles  the  grcatett 

fpace 


B     R     E  B     R     E 

fpace  from  the  middle-line  of  the  Ihip's  length,  is  therefore  called  the 
w;ûr«-breadth  ;  and  the  diftance  between  the  upper-part  of  the  fame  timber 
and  the  middle-line  of  the  fhip's  length,  is  called  tiie  top-timber- 
breadth. 

As  the  iliip  is  alfo  broader  at  the  midfhip-frame  than  in  any  other  point 
of  her  length,  the  diftance  between  her  fides  in  the  main-breadth  of  that 
timber,  is  called  the  extreme-breadth  ot  the  fhip. 

Breadth-sv/eep,  the  radius  of  the  arch  which  forms  part  of  the 
curve  of  a  fhip's  timber  ;  as  explained  in  the  horizontal  plane.  See  Naval 
Architecture. 

BREAKERS,  (Irifins,  Fr.)  a  name  given  by  failors  to  thofe  billows 
that  break  violently  over  rocks  lying  under  the  lurfacc  of  the  fea.  They 
are  diftinguifhed  both  by  their  appearance  and  found,  as  they  cover  that 
part  of  the  fea  with  a  perpetual  fuam,  and  produce  a  hoarfe  and  terrible 
roaring,  very  diflx-rent  from  what  the  waves  ufually  have  in  a  deeper 
bottom. 

When  a  fliip  is  unhappily  driven  amongfl:  breakers,  it  is  hardly  pof- 
fible  to  fave  her,  as  every  billow  that  heaves  her  upwards  ferves  to  dalh 
her  down  with  additional  force,  when  it  breaks  over  the  rocks  or  fands 
beneath  it. 

BREAKING-BULK,  the  ad  of  beginning  to  unlade  a  fliip  ;  or  of  dif- 
charging  the  firft  part  of  the  cargo. 

To  BREAK-UP,  (déchirai-,  Fr.)  to  rip  off  the  planks  of  a  fhip,  and 
take  her  to  pieces,  when  flie  becomes  old  and  unferviccable. 

BREAK-WATER,  the  hulk,  or  hull,  of  fome  old  lliip  or  vcfTd,  funk 
at  the  entrance  of  a  fmall  harbour,  to  break  off,  and  diminifh  the  force  of 
the  waves,  as  they  advance  towards  the  veficls  moored  within. 

Break-water  is  alfo  a  fort  of  imall  buoy,  fattened  to  a  large  one  in 
the  water,  when  the  buoy-rope  of  the  latter  is  not  long  enough  to  reach 
from  the  anchor,  lying  at  the  bottom,  to  the  furface  of  the  water.  The 
ufe  of  this  break-water  is  therefore  to  fliew  where  tlie  buoy  fwims.  See 
Buoy. 

To  BREAM,  chauffer,  Fr.  from  hocrn)  to  burn  off  the  filth,  fuch  as 
grafs,  ooze,  fliells,  or  fca-weed,  from  a  lliip's  bottom,  that  has  gathered  to 
it  in  a  voyage,  or  by  lying  long  in  a  harbour.  This  operation  is  per- 
formed by  holding  kindled  furze,  faggots,  or  fuch  materials,  to  the  bottom, 
fo  that  the  flame  incorporating  with  the  pitch,  fulphur,  &c.  that  had  for- 
merly covered  it,  immediately  loolens  and  throws  off  wiiatever  fHtli  may 
have  adhered  to  the  planks.  After  this,  the  bottom  is  covered  anew  with 
acompofition  of  fulphur,  tallow,  &c.  which  not  only  makes  it  fmooth  and 
flippery,  lb  as  to  divide  the  fluid  more  readily,  but  alio  poifons  and  de- 
flroys  thofe  worms  which  eat  through  the  planks  in  the  courfe  of  a 
voyage.  Breaming  may  be  performed  either  when  the  fhip  lies  aground 
after  the  tide  has  ebbed  from  her,  or  hy  docking,  or  hy  careoiing,  which 
fee  ;  as  alfo  Coat  and  Stuff. 

BREAST-FAST,  a  fort  of  hawfer,  or  large  rope,  employed  to  confine 
a  fhip  fidewife  to  a  wharf  or  quay,  or  to  fome  ot.hcr  fliip;  as  the  head-tafl 
confines  her  forward,  and  the  ftern-fafl,  abaft. 

BREAST- 


B     R     E  B     R     E 

BREAST- HOOKS,  (guhlc.ndeSy  Fr.  from  hreojl  and  hock)  are  tiiick 
pieces  of  timber,  incurvated  into  the  form  of  knees,  and  ufed  to  ftrengtiien 
the  fore-part  of  the  (hip,  where  they  are  placed  at  different  heightlis  di- 
re£lly  acrofs  the  ftem,  fo  as  to  unite  it  with  the  bows  on  each  fide. 

The  bread  hooks  are  rtrongly  connected  to  the  llcm  and  hawfe-pieces 
by  tree-nails,  and  by  bolts,  driven  from  without,  through  the  planks  and 
hawfe-pieces,  and  the  whole  thickncfs  of  the  brcali-hooks,  upon  whole  in- 
fide  thofe  bolts  are  forelocked,  or  clinched,  upon  rings.  They  are  ulually 
about  one-third  thicker,  and  twice  as  long,  as  the  knees  of  the  decks 
which  they  fupport. 

There  are  generally  four  or  five  of  thefe  pieces  in  the  hold  between 
the  kelibn  and  the  lower-deck,  in  the  form  of  R,  (plate  I.  Pieces  of  the 
Hull),  upon  the  uppermoft  of  which  the  planks  of  that  deck  are  ra- 
bitted.  There  are  two  placed  between  the  lower  and  the  fécond  decks, 
in  the  form  of  S,  (plate  1.),  one  of  which  is  immediately  beneath  the 
liavvfe-holes,  and  the  other  under  the  fécond  deck,  whofe  planks  are 
inlaid  thereon,  and  upon  which  the  inner-end  of  the  bowfprit  frequently 
relts. 

The  fore-fide  of  the  breaft-hook,  whicli  is  convex,  is  formed  fo  as  to 
correfpond  with  the  place  in  which  it  is  ftationed,  that  is  to  fay,  it  con- 
forms exadly  to  the  interior  figure  of  tliat  part  of  the  bow  where  it 
ouglit  to  be  fayed  :  accordingly  the  branches,  or  arms,  of  the  breaft^ 
hooks,  make  a  greater  angle  as  tliey  are  more  elevated  above  the  keel, 
whilfl  the  lower  ones  are  more  incurvated,  and  are  almoft  figured  like  the 
crotches. 

As  it  is  not  necefl'ary  that  the  inner,  or  concave,  fide  of  thefe  pieces, 
fliould  retain  a  regular  form,  the  artificers  frequently  let  them  remain  as 
thick  as  poiTible,  to  give  additional  fupport  to  the  Ihip's-fore  part,  where 
flie  fufiains  the  whole  Ihock  of  refillancc  in  dividing  the  fluid,  or  in  plunge- 
ing  down  into  it. 

It  is  evident  that  the  connexion  and  folidity  of  the  (hip  in  this  place  will 
be  reinforced  in  proportion  to  the  ftrength  and  extent  of  the  breait-hooks, 
fo  that  they  may  cover  a  greater  number  of  the  head-timbers. 

BRli AST-WORK,  (frotiteau,  Fr.)  a  fort  of  baludrade  or  fence,  com- 
poied  of  rails  or  mouldings,  and  frequently  decorated  with  fculpturc.  It 
is  ufed  to  terminate  the  quarter-deck  and  poop  at  the  fore-ends,  and  to  in- 
clofe  the  forecaftle  both  before  and  behind. 

BREECHING,  (brague^  Fr.  from  breech)  a  rope  ufed  to  fecurc  the 
cannon  of  a  fliip  of  war,  and  prevent  them  from  recoiling  too  much  in  the 
time  of  battle. 

It  is  fixed  by  fafiening  the  middle  of  it  to  the  hindmofl:  knob  or  cafcabcl 
of  the  gun,  which  tailors  call  the  pomiglion,  or  pummelion  ;  the  two  ends 
of  it  are  afterwards  inferted  through  two  llrong  rings  on  the  fides  of  the 
carriage,  and  fallened  to  other  bolts  in  the  fhip's  lidcs. 

The  breeching  is  of  fufficient  length  to  let  the  muzzle  of  the  cannon 
come  within  the  Ihip's  fide  to  be  charged. 

II  Ihc 


B     R     E  BRI 

The  ufc  ot'  the  breeching,  as  it  checks  the  recoil  of  the  cannon,  is 
fliewn  in  plate  III.  Deck.,  where  it  is  exprefled  by  e  c,  pafTing  through 
tlie  ring-bolts,  f,  on  the  fide  of  the  carriage,  g,  being  failencd  to  the  caf- 
cabel,  h.  It  is  alio  exhibited  in  the  Mirshiî'-frame,  where  it  is  em- 
ployed to  lafli  the  cannon  when  it  is  houfed  during  the  courfe  ot"  a  voyage. 
See  the  article  Cannon. 

BREEZE,  (-^?7/^,  Er.)  a  frelli  gale. 

BREWING,  the  appearance  of  a  colleftion  of  black  and  tempefluous 
clouds  arifing  gradually  from  a  particular  part  of  the  hcmifphcre,  as  the 
fore-runner  of  a  ftorm. 

BRIDLES,  the  upper-part  of  the  moorings  laid  in  the  king's  harbours 
to  ride  fhips  or  veflels  of  war.     See  the  article  Moorings. 

ViKWiLzs  of  the  boivline,  (pattes,  Fr.)  the  legs  by  which  the  bowline  is 
faftencd  to  different  places  on  the  edge  or  fkirt  of  a  large  fail. 

We  have  already  explained  the  ufe  of  the  bowline  \  that  it  is  employed 
to  confine  or  keep  lleady  the  windward  or  weather  edges  of  the  principal 
fails  when  they  are  braced  for  a  fide-wind.  For  as  the  current  of  air 
enters  the  cavity  of  the  fail  in  a  direftion  nearly  parallel  to  it's  furface,  it 
follows  that  the  ridge  of  the  fail  muft  neceflarily  be  fliaken  by  the  wind, 
unlefs  it  is  kept  tight  forward  -,  but  as  a  fingle  rope  has  not  been  found 
fufficient  to  confine  the  whole  flcirt  of  the  fail,  inafmuch  as  it  only  draws 
upon  one  part  thereof,  it  became  nccefi"ary  to  apply  bridles  or  legs  fpread- 
ing  out  from  the  bowline.  They  are  reprefented  in  the  figures  annexed  to 
the  article  Sail. 

BRIG,  or  Brigantine,  a  merchant-fiiip  with  two  mafts.  This  term 
is  not  univerfally  confined  to  veflels  of  a  particular  conftruftion,  or  which 
are  mailed  and  rigged  in  a  method  difi^erent  from  all  others.  It  is  va- 
riouQy  applied,  by  the  mariners  of  difi^erent  European  nations,  to  a  peculiar 
fort  of  veflel  of  their  own  marine. 

Amongft  Englifh  feamen,  this  vefl"el  is  diflinguiflied  by  having  her  main- 
fail  fet  nearly  in  the  plane  of  her  keel  ;  whereas  the  main-fails  of  larger 
fliips  are  hung  athwart,  or  at  right  angles  with  the  fliip's  length,  and  faft- 
ened  to  a  yard  which  hangs  parallel  to  the  deck  :  but  in  a  brig,  the  fore- 
moft  edge  of  the  main-fail  is  faftened  in  different  places  to  hoops  which 
encircle  the  main-maft,  and  Aide  up  and  down  it  as  the  fail  is  hoifted  or 
lowered  :  it  is  extended  by  a  ^^t^' above,  and  by  a  boom  below. 

To  BRING  by  the  lee.     See  To  Broach-to. 

To  BRING-TO,  (cafofer,  Fr.)  in  navigation,  to  check  the  courfe  of  a 
fliip  when  (he  is  advancing,  by  arranging  the  fails  in  fuch  a  manner  as 
that  they  fhall  counter-aft  each  other,  and  prevent  her  either  from  re- 
treating or  moving  forward.  In  this  fituation  the  fhip  is  faid  to  lie-by,  or 
lie-to,  having,  according  to  the  fea-phrafe,  fome  of  lier  fails  aback,  to  op- 
pofe  the  force  of  thofe  which  are  full;  or  having  them  otherwife  fhortened 
by  being  furled,  or  hauled  up  in  the  brails. 

Bringing-to,  is  generally  ufed  to  detain  a  fhip  in  any  particular  ftation, 

in  order  to  wait  the  approach  of  fome  other  that  may  be  advancing  towards 

6  her  ; 


BRI  B     R     O 

her  :  or  to  retard  her  courfe  occafionally  near  a:iy  port  in  the  courfc  of  a 
voyage. 

To  Brinc-up,  a  provincial  phrafe  peculiar  to  the  fcamen  in  the  coal- 
trade,  fignifying  to  anchor,  &c. 

To  BROACH-TO,  in  navigation,  to  incline  fuddcnly  to  windward  of 
the  fhip's  courfe  when  flie  fails  with  a  large  wind;  or,  when  Ihe  fails  direcflly 
before  the  wind,  to  deviate  from  the  line  of  her  courfe,  either  to  the  right 
or  left,  with  fuch  rapidity  as  to  bring  the  fliip's  fide  unexpectedly  to  wind- 
ward, and  expofe  her  to  the  danger  of  overfetting. 

It  is  eafy  to  conceive  that  a  fhip  will  carry  much  more  fail  before  the 
wind  than  when  fhe  makes  a  progrcfs  with  her  fide  to  it's  direftion  \ 
bccaufe  when  the  current  of  wind  acts  nearly  endways  on  her  hull,  the 
prefliire  of  it  on  the  malls  mud  be  confiderably  diminifhed  as  flie  yields  to 
it's  impulfe  and  flies  before  it;  and  that  if  fhe  carries  a  great  fail  at  this 
time,  it  can  only  prefs  her  fore-part  lower  down  in  the  water.  But  it, 
when  Ihe  carries  a  great  extenfion  of  fail,  her  fide  is  fuddenly  brouglit  to 
the  wind,  it  may  be  attended  with  the  mod  fatal  confequences,  as  the 
whole  force  of  it  then  pours  like  a  torrent  into  the  cavities  of  the  fails. 
The  mafts  therefore  unavoidably  yield  to  this  ftrong  impreflion,  ading 
like  levers  on  the  fhip  fideways,  lb  as  nearly  to  overturn  her,  unlefs  flie  is 
relieved  by  fome  other  event,  which  may  be  alfo  extremely  pernicious,  fuch 
as  the  fails  rending  to  pieces,  or  the  mafts  being  carried  away. 

It  is  generally  occasioned  by  the  difficulty  of  fteering  the  fliip;  by  the 
negligence  or  incapacity  of  the  helmfman  ;  or  by  fome  difafler  iiappcning 
to  the  helm  or  it's  machinery,  which  renders  it  incapable  of  governing  the 
fliip's  courfe. 

The  difference  between  broaching-to  and  bringing  by  the  ke^  may  be 
thus  defined.  Suppofe  a  fhip  with  a  great  fail  fet  is  fleering  fbuth,  having 
the  wind  N.  N.  W.  then  is  weft  the  •x'eaiber,  anJ  eaft  the  lee-ftde. 

If  by  fome  deficiency  in  the  fteerage  her  head  turns  round  to  the  weft- 
ward,  fo  as  that  her  fails  are  all  taken  aback  on  the  weather-fide  before  ftie 
can  be  made  to  return  to  the  courfe  from  which  fhe  has  deviated,  fhe  is 
faitl  to  hroach-to. 

If  otherwile  her  head,  from  the  lame  caufe,  has  declined  fo  far  eaftward 
as  to  lay  her  fails  aback  on  that  fide  which  was  the  lee-fide,  it  is  called 
bringing  her  by  the  lee. 

BROADSIDE,  (bordée,  Fr.)  in  a  naval  engagement,  the  whole  difchargc 
of  the  artillery  on  one  fide  of  a  fhip  of  war  above  and  below  ;  as. 

We  poured  a  broadfide  into  the  enemy's  fliip,  i.  e.  difcharged  all  the 
fliip's  cannon  on  one  fide  upon  her. 

i)he  brought  her  broadfide  to  bear  on  the  caftle  ;  that  is,  difpofed  the 
fhip  fo  as  to  point  all  her  cannon  to  it  within  point-blank  range. 

A  fquall  of  wind  laid  the  fhip  on  her  broadfide  ;  that  is,  prcfïèd  her 
down  in  the  water,  fo  as  nearly  to  overlet  her. 

BROKEN-BACKl'.D,  {arqué,  Fr.)  the  ftatc  or  quality  of  afliip,  which 
is  fo  loofcned  in  her  frame,  cither  by  age,  wcakncfs,  or  fome  great  flrain, 
as  to  droop  at  each  end. 

H  2  This 


BUG  BUI 

This  circumftance  is  more  common  amongft  French  than  the  Englilli 
or  Dutch  fhips,  owing  partly  to  their  great  length,  and  to  the  fliarpneis 
of  the  floor,  whole  breadth  is  not  iufficiently  carried  from  the  middle 
towards  each  end  -,  and  partly  from  being  frequently  obliged  to  have 
a  great  weight  in  both  ends,  when  they  are  empty  in  the  middle,  at 
the  time  of  difcharging  one  cargo  and  taking  in  another.  See  Cam- 
bering. 

BUCCANEER,  a  name  given  to  certain  piratical  rovers  of  various 
European  nations,  who  formerly  infefted  the  Spanifh  coafts  in  America, 
and,  under  pretence  of  traffic  with  the  inhabitants,  frequently  feized 
their  treafure,  plundered  their  hoiifes,  and  committed  many  other  depre- 
dations. 

S  hip -B\]IL,D]N  G  may  be  defined  the  manner  of  conftruéling  fhips, 
or  the  work  itfelf,  as  dillinguifhed  from  naval  architecture,  which  we 
have  rather  confidered  as  the  theory  or  art  of  delineating  fhips  on  a 
plane,  and  to  which  this  article  may  properly  be  underftood  as  a  fup- 
plement. 

The  pieces,  by  which  this  complicated  machine  is  framed,  arc  joined  to- 
gether in  various  places,  by  fcarfing,  rabicting,  tenenting,  and  fcoring. 
See  thofe  articles. 

During  the  conflruftion  of  a  fhip,  fhe  is  fupported  in  the  dock,  or 
upon  a  wharf,  by  a  number  of  folid  blocks  of  timber  placed  at  equal  dif- 
tances  from,  and  parallel  to,  each  other,  as  may  be  feen  in  the  article 
Lanching  -,   file  is  then  laid  to  be  on  the  (locks. 

The  firlt  piece  of  timber  laid  upon  the  blocks  is  generally  the  keel.  I 
hy  generally,  bccaufe,  of  late,  a  different  method  has  been  adopted  in  fome 
of  the  royal  dock-yards,  by  beginning  with  the  floor-timbers  ;  the  artifts 
having  found  that  the  keel  is  often  apt  to  rot  during  the  long  period 
of  building  a  large  fhip  of  war.  The  pieces  of  the  keel,  as  exhibited  in 
plate  I.  are  fcarfed  together,  and  bolted,  forming  one  entire  piece,  A  A. 
which  conftitutes  the  length  of  the  vefTcl  below.  At  one  extremity  of 
the  keel  is  ereiStcd  the  Jiem.  It  is  a  flrong  piece  of  timber  incurvated 
nearly  into  a  circular  arch,  or,  according  to  the  technical  term,  com- 
fûj/îtig,  fo  as  to  projeâ:  outwards  at  the  upper  end,  forming  what  is  called 
the  rûke  forward.  In  fmall  velTels  this  is  framed  of  one  piece,  but  in 
large  fhips  it  is  compofed  of  feveral  pieces  fcarfed  and  bolted  together, 
as  cxprelfed  in  the  explanation  of  plate  I.  Pieces  of  the  EIull,  and  in 
thole  terms  ieparately.  At  the  other  extremity  of  the  keel,  is  elevated 
the  Itern-poft,  which  is  always  of  one  entire  lirait  piece.  The  heel  of  it 
is  let  into  a  mortife  in  the  keel,  and  it's  upper-end  hangs  outwards, 
making  an  obtufe  angle  with  the  keel,  like  that  of  the  Hem  :  this  pro- 
jedlion  is  called  the  nike  abaft.  The  flcrn-pofl,  which  ought  to  fupport 
the  flern,  contains  the  iron-work  or  hinges  of  the  rudder,  which  are  called 
googings,  and  unites  the  lower-part  of  the  Ihip's  fides  abaft.  See  the  con- 
nexion of  thofe  pieces  in  the  Elevation,  plate  I. 

Towards  the  upper-end  of  the  ftern-poft,  and  at  right  angles  with  it's 
length,  is  fixed  the  middle  of  the  wing-tranfom,  where  it  is  firmly  bolted. 

Under 


BUI  BUI 

Under  this  is  placed  another  piece  parallel  thereto,  and  called  the  deck- 
tranlbm,  upon  which  the  after-end  of  the  lower-deck  is  fiipported.  Paral- 
lel to  the  deck-tranfom,  and  at  a  proper  diftance  under  it,  another  piece  iî 
fixed  to  the  flern-poft,  called  the  firft  tranfom,  all  of  which  ferve  to  con- 
ned; the  llcrn-pott  to  tlie  fajljion-pieces.  Two  more  tranfoms,  called  the 
fécond  and  tliird,  are  alfo  placed  under  thefe,  being  likewife  attached  to  the 
faflîion-pieces,  into  which  the  extremities  of  all  the  tranfoms  are  let,  as 
exhibited  in  plate  X.  fig.  i.  The  fafliion-pieces  are  formed  like  the  other 
timbers  of  the  fliip,  and  have  their  heels  rcfting  on  the  upper-part  of  the 
kclfon,  at  the  after  extremity  of  the  floor-ribbands. 

All  thefe  pieces,  viz.  the  tranfom?;,  the  fafliion-pieces,  and  their  top- 
timbers,  being  ilrongly  united  into  one  frame,  are  elevated  upon  the  ftern- 
poft,  and  the  whole  forms  the  ftrufture  of  the  ftern,  upon  which  the  galle- 
ries and  windows,  with  their  ornaments,  are  afterwards  built. 

The  fl:em  and  ftern-pod  being  thus  elevated  upon  the  keel,  to  which. 
they  are  fecurely  connected  by  knees  and  arched  pieces  of  timber  bolted 
to  both  ;  and  the  keel  being  raifed  at  it's  two  extremities  by  pieces  of 
dead-wood,  the  midfhip  floor-timber  is  placed  acrols  the  keel,  whereto  ic 
is  bolted  through  the  middle.  The  floor-timbers  before  and  abaft  the 
midlbip-iramc  are  then  flationed  in  their  proper  places  upon  the  keel  ; 
after  which  the /td'^«,  whicli,  like  the  keel,  is  compofed  ot  lèverai  pieces 
fcarfed  together,  is  fixed  acrofs  the  middle  of  the  floor-timbers,  to 
which  it  is  attached  by  bolts  driven  through  the  keel,  and  clinched  on 
the  upper-part  of  the  kelfon.  The  futtocks  are  then  raifed  upon  the 
floor-timbers,  and  the  hazt-fe-pcces  erefted  upon  the  cant-timbers  in  the 
fore-part  of  tiie  fhip.  The  top-timbers  on  each  fide  are  next  attached  to 
the  head  of  the  futtocks,  as  already  explained  in  the  article  Naval  Arcui- 
TtcTuRE.  The  frames  of  the  principal  timbers  being  thus  completed,  are 
fupported  by  ribbands,  as  exhibited  in  the  plate  referred  to  from  the  article 
Ribbands. 

The  ribs  of  the  fliip  being  now  ftationed,  they  proceed  to  fix  on  the 
planks,  of  which  the  wales  are  the  principal,  being  much  thicker  and 
itronger  than  the  refl:  ;  as  is  reprefented  in  the  Midship-fr.'vme.  The 
hatpins,  which  may  be  confidered  as  a  continuation  of  the  wales  at  their 
fore-ends,  are  fixed  acrofs  the  hawfe-picces,  and  furround  the  fore-part 
of  the  Ihip.  The  planks  that  inclofe  the  ("hip's  fides  are  then  brought 
about  the  timbers,  and  the  clamps,  which  are  of  equal  tiiickncfs  wirli  tlie 
wales,  fixed  oppofite  to  the  wales  within  the  fliip  ;  thefe  are  uled  to  fup- 
port  the  ends  of  the  beams,  and  accordingly  ftretch  from  one  end  of  the 
fliip  to  the  other.  The  thick  fluff,  or  fl;rong  planks  of  the  bottom  within- 
board,  are  then  placed  oppolite  to  the  fevcral  fcarfs  of  the  timbers,  to  re- 
inforce them  throughout  the  Ihip's  length.  The  planks  employed  to  line 
the  fliip,  called  the  ceiling,  or  fcc!-ix;aliiig,  is  next  fixed  in  the  intervals 
between  the  thick-flutf  of  the  liold.  The  beams  are  afterwards  laid  acrofs 
the  Jhip  to  fupport  the  decks,  and  are  connetted  to  the  fide  by  lodging  and 
hanging  knees  -,  the  former  of  which  are  exhibited  in  tlicir  proper  ftation-; 
in  plate  111.  !•'.  and  tlic  hanging  ones,  together  witli  the  btcadtli,  thickncfs, 

6  and 


BUI  BUI 

And  pofition  of  tlie  keel,  floor-timbers,  fottocks,  top-timbers,  wales,  clamps, 
thick-ftuff,  planks  within  and  without,  beams,  decks,  &c.  arc  feen  in  the 
Midship-frame. 

The  cable-bits  being  next  erc61:ed,  the  carlings  and  ledges,  which  are 
reprefentcd  in  plate  III.  and  described  in  their  proper  places,  are  difpofcd 
between  the  beams  to  ftrengthen  tlie  deck.  The  tvater-ways  are  then  laid 
on  the  ends  of  the  beams  throughout  the  fliip's  length,  and  the  fpirkctting 
fixed  dole  above  them.  The  upper-deck  is  then  planked,  and  the  Jlring 
placed  under  iht  gmviel  or  planj}:eer  in  the  waill.  The  diipofition  of  thole 
latter  pieces  on  the  timbers,  viz.  the  water-ways,  fpirkctting,  upper-deck, 
firing,  and  gunnel,  arc  alfo  reprefentcd  in  the  Midshit-frame. 

They  proceed  next  to  plank  the  quarter-deck  and  forecaftle,  and  to  fix 
the  partners  of  the  mafls  and  capfterns  with  the  coamings  of  the  hatches.  The 
breajt-hooks  are  then  bolted  acrofs  the  llem  and  bow  within-board,  the  Jlep 
of  the  fore-mail  placed  on  the  kelfon  -,  and  the  riders,  exhibited  in  the 
MiDSHiP-FRAME,  fayed  on  the  infide  of  the  timbers  to  reinft  ice  the  fides 
in  different  places  of  the  Chip's  length.  The  pointers,  if  any,  art  afterwards 
fixed  acrofs  the  hold  diagonally  to  fupport  the  beams  ;  and  the  crotches 
llationed  in  the  after-hold  to  unite  the  half-timbers.  The  Jlcps  of  the  main- 
maft  and  capfterns  are  next  placed  ;  the  planks  of  the  lower-decks  and  orlop 
laid  -,  the  navel-hoods  fayed  on  the  hawle-lioles  ;  and  tlic  knci'  of  the  bead^ 
or  cutwater  connecSled  to  the  ftem.  The  figure  of  the  head  is  then  erefted, 
and  the  trail-board  and  cheeks  fixed  on  the  fides  of  the  knee. 

The  taffar el  and  quarte-r-pieces,  which  terminate  the  fliip  abaft,  the  former 
above  and  the  latter  on  each  fide,  are  then  difpofed  ;  and  the  ftern  and 
quarter  galleries  framed  and  fupported  by  their  brackets.  The  pumps, 
with  their  well,  are  next  fixed  in  the  hold  -,  the  limber-boards  laid  on  each 
lide  of  the  kelfon,  and  the  garboard-Jtrake  fixed  on  the  fliip's  bottom  next 
to  the  keel  without. 

The  hull  being  thus  fabricated,  they  proceed  to  feparate  the  apartments 
by  bulk-heads,  or  partitions  ;  to  frame  tlie  port-lids  -,  to  fix  the  cat-heads  and 
(hefi-trees  ;  to  form  the  hatchways  and  fciittles,  and  fit  them  with  proper 
covers  or  gratings.  They  next  fix  the  ladders  whereby  to  mount  or  defcend 
the  different  hatchways,  and  build  the  manger  on  the  lov/er  deck,  to  carry 
off  the  water  that  runs  in  at  the  hawfe-holes  when  the  fliip  rides  at  anchor 
in  a  fea.  The  bread-room  and  magazines  are  then  lined,  and  the  gminel, 
rails,  znd  gangzi; ays,  fixed  on  the  upper-part  of  the  fliip.  The  cleats,  kevels, 
and  ranges,  by  which  the  ropes  are  faftened,  are  afterwards  bolted  or  nailed 
to  the  fides  in  different  places. 

The  rudder,  being  fitted  with  it's  irons,  is  next  hung  to  the  ftern-poft  ; 
and  the  tiller,  or  bar,  by  which  it  is  managed,  let  into  a  mortife  at  it's  upper- 
end.  The  fiuppers,  or  leaden  tubes,  that  carry  the  water  off"  from  the 
decks,  are  then  placed  in  holes  cut  through  the  Ihip's  fides  j  and  the 
Jlandards,  reprefentcd  in  the  Midsiiip-frame,  bolted  to  the  beams  and 
fides  above  the  decks  to  which  they  belong.  The  poop-lanthorns  are  laft 
fixed  upon  their  cranes  over  the  ftern,  and  the  bilge-ways,  or  cradles, 

placed 


BUI  BUN 

placed  under  the  bottom,  to  condiift  the  lliip  Ileadily  into  the  water  whilft 
lanching. 

As  the  various  pieces,  which  have  been  mentioned  above,  are  explained 
at  large  in  their  proper  places,  with  references  to  their  figures  according 
to  the  plan  of  this  wori<,  it  would  have  been  luperfluous  to  have  entered 
into  a  more  particular  defcription  of  them  here.  It  may,  however,  be  ne- 
ceflary  to  obferve,  that  as  the  theory  ought  always  to  precede  the  prac- 
tice, this  aiticle  would  probably  be  much  better  underltood  by  previoufly 
reading  that  ot  Na'val  Architecture,  which  may  be  confidercd  as  a 
proper  introduftion  to  it. 

BUILT,  (fabrique,  Fr.)  the  particular  form  or  ftruclure  of  a  fhip,  by 
which  file  is  diftinguifhed  from  others  of  a  different  clafs  or  nation.  Thus 
a  fliip  is  faid  to  be  frigate-built,  galley-built,  a  hag-boat,  a  pink,  a  cat,  ècc. 
or  to  be  Englifh-built,  French-built,  American-built,  &c. 

/k-Bui.k.     See  Ladf.n. 

BULK-HEADS,  certain  partitions,  or  walls,  built  up  in  feveral  places 
of  a  fliip  between  two  decks,  either  lengthwife  or  acrofs,  to  form  and  feparate 
the  various  apartments.  Some  of  thole  which  are  built  acrofs  the  Ihip  are 
remarkably  ftrong.    See  the  article  CLOSE-(iUARTERs. 

BULL'S-EYE,  (cojfe,  Fr.)  a  fort  of  fmall  pulley  in  the  form  of  a  ring, 
having  a  rope  fpliced  round  the  outer  edge  of  it,  (which  is  hollowed  to 
admit  of  the  rope)  and  a  large  hole  in  the  middle  for  another  rope  to  Hide 
in.  It  is  feldom  ufed  but  for  the  main  and  fore  bowline- bridles  of  fome 
fhips,  particularly  by  the  colliers  of  Northumberland,  &c.  It  is  fpliced 
in  the  outer-end  of  the  bowline,  and  fliding  along  the  bridle,  to  reft  in  the 
moft  appofite  place,  draws  it  tight  above  and  below.  This  implement  is 
more  frequently  ufed  by  Dutch  than  Englifh  feamen. 

BUIM-BOAT,  a  fmall  boat  ufed  to  fell  vegetables,  &c.  to  fhips  lying  at 
a  diftance  from  the  fhore. 

BUMKIN,  or  Boomkin,  (boute-lof^  Fr.)  a  fliort  boom  or  bar  of  timber, 
projed^ing  from  each  Icvj  of  a  ihip,  to  extend  the  lower-edge  of  the  forefail 
to  windward  ;  for  which  purpofe  there  is  a  large  block  fixed  on  it's  outer 
end,  through  which  the  rope  is  palTed  that  is  faftened  to  the  lower-corner 
of  the  fail  to  windward,  called  the  tack;  and  this  being  drawn  tight  clown 
brings  the  corner  of  the  fail  clofc  to  the  block,  which  being  performed, 
the  tack  is  faid  to  be  aboard. 

The  bumkin  is  fecured  by  a  ftrong  rope  which  confines  it  downward 
to  the  (hip's  bow,  to  counter-aft  the  ftrain  it  bears  from  the  fore-fail 
above,  dragging  it  upwards. 

BUNT,  the  middle-part,  or  cavity  of  the  principal  Cquare  fails,  as  the 
main-fail,  fore-fail,  top-fails,  and  top-gallant-fails.  If  one  of  thoie  fails 
is  fuppoled  to  be  divided  into  four  equal  parts,  from  one  fide  to  tlie 
other,  then  may  tlie  two  middle  divifions,  which  comprehend  half  of  the 
fail,  be  properly  called  the  limits  of  the  bunt. 

BUNTINE,  (etamine,  Fr.)  a  thin  woollen  ftuff,  of  which  the  colours 
and  fignals  of  a  flii])  arc  ufually  formed. 

BUNTLINES, 


BUN  BUR 

BUNTLINES,  (cargues  fond,  Fr.)  are  ropes  faftened  to  thp  bottoms  of 
the  fquare  fails,  to  draw  them  up  to  the  yards  :  they  are  inferted  through 
certain  blocks  above,  or  on  the  upper-part  of  the  yard,  whence  pafling 
dovv  awards  on  the  fore-part  of  die  fail,  they  are  faitencd  below  to  the  lower- 
edge  in  feveral  places  of  the  bolt  rope. 

BUOY,  (louée,  Fr.)  a  fort  of  clofecafls,  or  block  of  wood,  fattened  by 
a  rope  to  the  anchor,  to  determine  the  place  where  the  anchor  is  fituated, 
that  the  fhip  may  not  come  too  near  .it,  to  entangle  her  cable  about  the 
llock,  or  the  flukes  of  it. 

Buovs  arc  of  various  kinds  -,  as, 
•  Ca«-Buovs  ;  thele  are  in  the  form  of  a  cone,  (fee  plate  II.  fig.  6.)  and 
of  this  conllruftion  are  all  the  buoys  which  are  floated  over  dangerous 
banks  and  fliallows,  as  a  warning  to  pafTing  Ihips,  that  they  may  avoid 
them.  They  are  extremely  large,  that  they  may  be  feen  at  a  diftance,  and 
are  faftened  by  ftrong  chains  to  the  anchors  which  are  funk  for  this  pur- 
pofe  at  fuch  places. 

A'i^i-Buovs,  are  fliapedlike  the  middle  fruftum  of  two  cones,  abutting 
upon  one  common  bale,  (plate  II.  fig.  7.)  being  caflcs,  which  are  large  in 
the  middle,  and  tapering,  nearly  to  a  point,  at  each  end. 

fVocden-BvoYs,  are  iblid  pieces  of  timber,  fometimts  in  the  (liape  of  a 
cylinder,  and  fometimes  of  a  nun-buoy  ;  they  are  furniflied  with  one  or 
two  holes,  in  which  to  fix  a  Ihort  piece  of  rope,  whofe  two  ends  being 
Ipliced  together  make  a  fort  of  circle  or  ring  called  the  ftrop. 

Cable-Bvo\s,  common  calks  employed  to  buoy  up  the  cables  in  different 
places  from  any  rocky  ground.  In  the  harbour  of  Alexandria,  in  Egypt, 
every  Ihip  is  moored  with  at  lead  three  cables,  and  has  three  or  four  of 
thefe  buoys  on  each  cable  for  this  purpofe. 

BUOY-ROPE,  the  rope  which  fattens  the  buoy  to  the  anchor  :  it 
fliould  be  little  more  than  equal  in  length  to  the  depth  of  the  water  where 
the  anchor  lies,  as  it  is  intended  to  float  near,  or  immediately  above  the 
,bed  of  it,  that  the  pilot  may  at  all  times  know  the  fituation  thereof.  See 
plate  I.  fig.  6.  b  is  the  anchor,  c  the  buoy-rope,  and  d  the  buoy  floating 
on  the  furface  of  the  water. 

The  Buov-RoPE  is  often  extremely  ufeful  otherwife,  in  drawing  up 
the  anchor  when  the  cable  is  broke.  It  ttiould  therefore  be  always  of 
fufficicnt  ttrength  for  this  purpofe,  or  elfe  the  anchor  may  be  loft  through 
negligence. 

Slings  of  the  Buoy,  the  ropes  which  are  faftened  about  it,  and  by  which 
it  is  hung  :  they  are  curioufly  fpliced  round  it,  fomething  refcmbling  the 
braces  of  a  drum. 

To  Jlrefi.m  the  Buoy,  is  to  let  it  fall  from  the  fliip's  fide  into  the  water, 
which  is  always  done  before  they  let  go  the  anchor,  that  it  may  not  be 
retarded  by  the  buoy-rope  as  it  finks  to  the  bottom. 

BURTHEN,  or  Burden,  (port,  Fr.  byrtben.  Sax.)  the  weight  or 
jreafure  of  any  fpecies  of  merchandife  that  a  fliip  will  carry  when  fit 
for  fca. 

To 


BUR  BUT 

To  determine  the  burthen,  or,  in  other  words,  the  tonnage,  of  a  lliip,  it 
ÎS  ui'ual  to  multiply  the  length  of  the  keel  into  the  extreme  breadth  of  the 
fhip  within-board,  taken  along  the  midfhip-beam,  and  multiply  the  pro- 
duel  by  the  depth  in  the  hold  from  the  plank  joining  to  the  kelfon  upwards,. 
to  the  main-deck,  and  divide  the  laft  product  by  94,  then  will  the  quotient 
be  the  burden  required,  in  tons. 

BURTON,  (bredindin,  Fr.)  a  fort  of  fmall  tackle,  formed  by  two  blocks 
or  pullics,  till  the  rope  becomes  three  or  four  fold,  and  acquires  an  addi- 
tional power  in  proportion. 

It  is  generally  employed  to  tighten  the  flirouds  of  the  top-mafts,  but 
may  be  otherwife  uled  to  move  or  draw  along  any  weighty  body  in  the 
hold,  or  on  the  deck,  as  anchors,  bales  of  goods,  large  cafl-cs,  &c. 

BUSS,  (buche,  Fr.  huffe.  Germ.)  a  (hip  of  two  mafts,  ufed  by  the  Englilh 
and  Dutch  in  their  herring  fifhcries.  It  is  generally  from  fifty  to  feventy 
tons  burthen  ;  bc^ng  furnilhed  v/ith  two  fmall  fheds  or  cabins,  one  at  the 
prow  and  the  other  at  the  ftern  ;  the  former  of  which  is  employed  as  a 
kitchen. 

BUTT,  (about,  Fr.)  the  end  of  any  plank  in  a  fhip's  fide  which  unites 
with  the  end  of  another,  continuing  it's  length  :  when  a  plank  is  loofened 
at  the  end  by  the  fhip's  weaknefs  or  labouring,  Hie  is  faid  to  have  ftartcd 
or  fprung  a  butt. 

BUTTOCK,  the  convexity  of  a  Ihip  behind,  under  the  ftern  %  it  ij 
terminated  by  the  counter  above,  and  by  the  after  part  of  the  bilge  below,. 
by  the  rudder  in  the  middle,  and  by  the  quarter  on  the  (ide. 

BUTTONS.     See  the  article  Bonnet. 


CAB  CAB 


C. 


CABIN,  (cahane,  Fr.)  a  room,  or  the  apartment  in  a  Ihip  where  any  of 
the  officers  urually  relide. 

There  are  many  of  thcfe  in  a  large  fliip  ;  the  principal  of  which  is  de- 
figned  for  the  captain,  or  commander.  In  fliips  of  the  line,  this  chamber 
is  fiirniflied  with  an  open  gallery  in  tiic  fliip's  ftern,  as  aifo  a  little  gallery 
on  each  quarter.  The  apartments  where  the  inferior  officers  or  common 
failors  fleep  and  mcfs,   are  ufiially  called  births  ;  which  fee. 

The  bed-places  built  up  for  the  lailors  at  the  Ihip's  fide  in  merchantmen, 
are  alio  called  cabins. 

CABLE,  {câble,  Fr.)  a  large,  ftrong  rope,  of  a  confiderable  length,  ufcd 
to  retain  a  Ihip  at  anchor  in  a  road,  bay,  or  haven. 

Cables  are  of  various  forts  and  fizes.  In  Europe  they  are  ufually.manu- 
faftured  of  hemp  -,  in  Africa  they  are  more  frequently  compofed  of  bafs, 
which  is  a  fort  of  long  llraw  or  rulhes  ;  and  in  Afia  of  a  peculiar  fort  of 
Indian  grafs. 

Cables,  of  what  thicknefs  Ibever,  are  generally  formed  of  three  ropes 
twifted  together,  which  are  then  czWnà  Jirands  :  each  of  thcfe  is  compofed 
of  three  linallcr  ftrands  ;  and  thofe  laft  of  a  certain  number  of  rope  yarns. 
This  number  is  therefore  greater  or  fmaller  in  proportion  to  the  fize  of  the 
cable  required. 

There  are  fome  cables,  however,  manufactured  of  four  ftrands  -,  which 
are  chiefly  the  produAion  of  Italy  and  Provence. 

All  fliips  ought  to  be  furniflied  with  at  Icail  three  good  cables  -,  laçjheet 
cable,  and  the  two  bowers  ;  bell  and  fmall. 

All  cables  ought  to  be  one  hundred  and  twenty  fathoms  in  lengtii  ;  for 
which  piirpofe  the  threads  or  yarns  mult  be  one  hundred  and  eighty  fa- 
thoms ;  inafmuch  as  they  are  diminiflied  one-third  in  length  by  twifhing. 
Befides  this  length,  it  is  nt'cclTary  to  fplice  at  leaft  two  cables  together,  in 
order  to  double  tlie  length  when  a  Ihip  is  obliged  to  anchor  in  deep  water. 
For  although  it  is  not  common  to  anchor  in  a  greater  depth  than  forty 
fathoms,  yet  if  there  is  only  one  cable,  and  the  fliip  rides  in  a  ftorm  and 
tempelluous  fea,  the  anchor  will  of  nccefiity  fultain  the  whole  weight  and 
violent  jerking  of  the  fliip,  in  a  direfcion  too  nearly  perpendicular.  By 
this  elTort  it  will  unavoidably  be  loofened  from  it's  hold,  and  dragged  by 
the  fliip,  which,  thus  driven  from  her  fl;ation,  is  in  immediate  danger  of 
being  wrecked  on  the  nearell  rocks  or  fliallows  ;  whereas  it  is  evident,  that 
if  the  cable,  by  it's  great  length,  were  to  draw  more  horizontally  on  the 
anchor,  it  would  bear  a  much  greater  force.     See  Anchor. 

The  long  cable  is  not  fo  apt  to  break  as  the  Ihort  one  -,  becaufe  it  will 

bear  a  great  deal  more  ftretching  before  it  conies  to  tlie  greateft  ftrain  : 

6  it 


CAB  CAB 

it  therefore  refembles  a  fort  of  fpring,  vvliich  may  be  very  eafily  extended, 
and  afterwards  recovers  it's  firft  ftate,  as  foon  as  the  force  which  extended 
it  is  removed.  Befides  all  this,  a  (hip  will  ride  much  fmoother  with  a 
Jong  cable,  and  be  lefs  apt  to  fitch,  or  plunge  deep  in  the  water  with  her 
fore-part. 

On  the  contrary,  the  fhort  cable,  being  too  nearly  vertical  to  the  anchor, 
cannot  bear  fuch  a  ftrain,  becaufe  it  is  charged  with  a  greater  effort  ;  and, 
as  it  will  not  bear  ftretching,  may  break,  at  the  firll  violent  tug.  The  fliip 
alio  rides  with  much  greater  difficulty,  labours  extremely,  and  often  plunges 
all  her  fore-pare  under  water. 

By  what  has  been  faid  on  this  fubjeft,  we  may  fee  how  very  neceflary 
it  is  to  furnilh  a  fhip  with  fufficiency  of  cables,  or  what  is  called  ground- 
tackle  ;  and  what  an  inconfiderate  policy  it  is  in  merchants  to  expofe 
their  vefTcls  to  fuch  evident  dangers  from  the  want  of  them.  For  we 
may  venture  to  aflcrt,  without  violation  of  truth,  that  many  good  fhips 
have  been  loft  only  on  account  of  a  deficiency  in  this  important  article. 

A  cable  ought  neither  to  be  twifted  too  much  nor  too  little  ;  as  in  the 
former  ftate  it  will  be  extremely  ftiff,  and  difficult  to  manage;  and  in  the 
latter,   it  will  be  confiderably  diminiflied  in  it's  ftrength. 

All  cables  are  to  each  other  as  the  cubes  of  their  diameters. 

The  number  of  threads  alfo,  of  which  each  cable  is  compofed,  being 
always  proportioned  to  it's  length  and  thicknefs,  the  weight  and  value  of 
it  are  determined  by  this  number.  Thus  a  cable  of  ten  inches  in  cir- 
cumference ought  to  confift  of  four  hundred  and  eighty-five  threads  ; 
and  weigh  one  thoufand  nine  hundred  and  forty  pounds  :  and  on  this 
foundation  is  calculated  the  following  table,  very  ufeful  for  all  perlons 
engaged  in  marine  commerce,  who  equip  merchant-fliips  on  their  own 
account,  or  freight  them  for  the  account  of  others. 

A  table  of  the  number  of  threads   and  weight  of  cables  of  different 

circumference. 

Circumference  in  inches.  Thr« 

lO  —  — 

13  —  — 

14  —  — 

15  ■       —  — 

16  —  — 

17  —  — 

18  —  — 

19  —  — 

20  —  — 

I  2  Stream^ 


or  rope- 

yarns. 

Weight  in  pounds, 

393 

— 

1572 

485 

— 

1940 

59« 

— 

2392 

699 

2796 

821 

— 

3284 

95^ 

3808 

1093 

— 

4372 

1244 

— 

4976 

1404 

— 

5616 

1574 

— 

6296 

1754 

— ^ 

7016 

'943 

—"• 

7772 

CAB  CAL 

67>V(7W-CABLr,  a  Inuvkr,  or  rope,  fomething  fmaller  than  the  bowers^ 
and  ufcd  to  moor  the  ftiip  in  a  river  or  haven,  Iheltered  from  the  wind 
and  fea,  &:c. 

'To  bit  the  Cable.     See  the  articles  Bits. 

To  fa-ve  the  Cablz,  is  to  biaid  it  round  with  ropes,  leather,  or  other 
materials,  to  prevent  it  iroin  being  galled,  or  fretted  in  the  havvfe  by 
fritftion. 

Heave  in  the  Cable  !  the  order  to  draw  it  into  the  fliip  by  winding  about 
the  capftern  or  wiiidlafs. 

Pay  aivay  the  Cable  !  flatken  it,  that  it  may  run  out  of  the  fhip.  This 
phrafe  is  the  lame  witli  veer  away  the  cable.  See  the  French  term  cable, 
and  the  phrales  following  it. 

CableV  length,  a  meal'ure  of  120  fathoms,  or  of  the  ufual  length  of  the 
cable. 

To  CALK,  or  Caulk,  (calfater,  probably  from  calage,  Fr.  hemp)  to 
drive  a  quantity  of  oakum,  or  old  ropes  untwifted  and  drawn  akmder, 
jnto  the  leams  of  the  planks,  or  into  the  intervals  where  the  planks  arc 
joined  to  each  other  in  the  fliip's  decks  or  lides,  in  order  to  prevent  the 
entrance  of  water.  After  the  oakum  is  driven  very  hard  into  thefe  feams, 
it  is  covered  with  hot  melted  pitch  or  refin,  to  keep  the  water  from  rotting 
it, 

Amongft  the  ancients,  the  firft  who  made  ufe  of  pitch  in  calking, 
were  the  inhabitants  of  Pha^acia,  afterwards  called  Corfica.  Wax  and  icfm 
appear  to  have  been  commonly  ufed  previous  to  that  period  ;  and  the 
Poles  at  this  time  ufe  a  fort  of  unduous  clay  for  the  fame  purpofe,  on  their 
navigable  rivers. 

CALL,  (jljfiet,t'r.)  a  fort  of  whiftle,  or  pipe,  of  filver  or  brafs,  ufed 
by  the  boatfwain  and  his  mates  to  fummon  the  failors  to  their  duty,  and 
diretl  them  in  the  different  employments  of  the  fliip. 

As  the  call  can  be  founded  to  various  ftrains,  each  of  them  is  appro- 
priated to  Ibme  particular  exercife  ;  fuch  as  hoifting,  heaving,  lowering, 
veering  away,  belaying,  lecting-go  a  tackle,  &c.  The  ai5t  of  winding 
this  inrtrument  is  c^Wçà  piping,  which  is  as  attentively  oblerved  by  failors, 
as  the  beat  of  the  drum  to  march,  retreat,  rally,  charge,  &c.  is  obeyed  by 
foldiers. 

CALM,  (calme,  Fr.)  the  ftate  of  reft  which  appears  in  the  air  and  fea 
when  there  is  no  wind  ftirring. 

That  tradt  of  the  Atlantic  ocean,  fituatcd  between  the  tropic  of  Cancer 
and  the  latitude  of  29°  north  -,  or  the  fpace  that  lies  between  the  trade 
and  the  variable  winds,  is  frequently  fubjecl:  to  calms  of  very  long  dura- 
tion :  and  hence  it  has  acquired,  amongft  feamen,  the  name  of  the  Calm 
Latitudes. 

A  long  cahn  is  often  more  fatal  to  a  ftiip  than  the  fevercft  tempeft,  be- 
caufe  if  the  fliip  is  tight  and  in  good  condition,  flie  may  fuftain  the  latter 
without  much  injury  -,  -whereas  in  a  long  calm,  the  provifion  and  water 
may  be  entirely  confumed,  without  any  opportunity  of  obtaining  a  frefh 

fupply. 


CAM  CAN 

fupply.     The  furface  of  the  fea  in  a  continued  calm  is  fmooth  and  bright 
as  a  looking-glafs. 

Dead-CAhM,  (calme  tout  plat,  Fr.)  a  flat  cahn. 

CAJVIBERED-DECK,  the  deck  or  flooring  of  a  fhip  is  faid  to  be  cam- 
bered, or  to  lie  cambering,  when  it  is  higher  in  the  middle  of  the  fhip's 
length,  and  droops  towards  the  ftem  and  (lern,  or  the  two  ends.  Anb 
when  it  lies  irregular  ;  a  circiimllancc  which  renders  the  ihip  very  unfit  for 
war.     See  the  article  Broken-backed. 

CAN-BUOY.     See  Buor. 

CAN-HOOKS,  an  inllrument  uled  to  fling  a  caflc  by  the  ends  of  the 
ftaves  :  it  is  formed  by  fixing  a  broad  and  flat  hook  at  each  end  of  a  fhort 
rope,  and  the  tackle,  by  which  tlie  call:  lb  flung  may  be  hoilted  or  lowered, 
is  hooked  to  the  niiddle  of  the  rope.  See  plate  II.  fig.  8.  The  can-hooks, 
commonly  ufed  afliore  by  brewers,  iirc.  are  all  iron,  the  middle  part  being 
fitted  with  a  chain  in  the  place  ot  a  rope. 

CANNON,  a  well  known  piece  of  artillery,  mounted  in  battery  on  the 
decks  of  a  fliip,  and  uied  in  all  naval  engagements. 

This  engine  has  already  been  lb  accurately  defcribed  by  a  variety  of 
authors,  that  it  may  feeni  unneceflary  to  give  a  particular  defcription  of  it 
here.  As  it  forms,  however,  lb  important  an  article  in  all  the  military 
operations  of  the  marine,  it  cannot,  confiltently  with  our  plan,  be  oniitted 
in  this  place. 

Cannon  then  may  be  defined  a  long,  conical  fire-arm  of  brafs  or  iron, 
concave  within,  and  fmaller  at  the  muzzle,  or  face,  than  at  the  oppofite 
end. 

The  principal  parts  of  a  fea-cannon,  as  reprefented  in  plate  VII.  fig.  3, 
arc,  I  ft.  The  breech,  A  C,  and  it's  button,  or  calcabel,  A  h,  called  bv 
feamen  the  pomiglion.  The  breech  is  generally  underllood  to  be  thç  folid 
metal  from  the  bottom  of  the  concave  cylinder  to  the  calcabel,  which  is  the 
extremity  of  the  cannon  oppofite  to  it's  muzzle. 

2d.  The  trunnions,  T,  which  projeft  on  each  fide  like  arms,  and  lerve 
to  fupport  the  cannon  near  the  middle  of  it's  length  :  on  thele  it  may  be 
polled,  and  held  almoll  in  equilibria.  As  the  metal  is  thicker  at  the  breech 
than  towards  the  mouth,  the  trunnions  are  placed  nearer  to  that  end  than 
the  other. 

3d.  The  bore,  or  caliber,  which  is  comprehended  between  the  dotted 
lines,  and  particularly  expreflrd  in  the  longitudinal  leftion  of  a  thirty-two- 
pounder,  fig.  15.  This  reprelents  the  interior  or  concave  cylinder,  wherein 
the  powder  and  lliot  are  lodged  with  which  the  cannon  is  charged:  the  en- 
trance of  the  bore  is  called  the  mouth. 

Names  of  tiie  other  parts,  including  the  above  plate  VII.  fig.  3. 


A  B,  the  length  of  the  cannon. 
A  t',  the  firlt  reinf  irce. 
E  E,  I  he  fécond  reiiiforce. 
E  B,  the  rluice. 


n  B,  the  m.uzzlc. 

A  o,  the  calcabel,  or  pomiglion. 

A  C,  tlie  breech. 

C  ]),  tlie  vent-iield. 

F  I,  the 


CAN 


C   .-A     N 


F  I,  the  chace-girdle. 
r  s,  the  bak-ring  and  ogee, 
t,  the  vent-aftragal  and  fillets. 
p  q,  the  firft  rcinforce-ring   and 

ogee. 
V  w,  the  fécond  reinforce-ring  and 


X,  the  chace-aftragal  and  fillets, 
z,  the  muzzle-aftragal  and  fillets, 
n,  the  mozzle-moiildings. 
m,  the  Iwelling  of  the  muzzle. 
A  i,  the  breech-mouldings. 


The  ufe  of  thefe  machines  is  to  difcharge  upon  the  enemy  globes  or 
balls  of  iron,  caWed  Jho(,  which  are  therefore  of  various  fizes,  in  propor- 
tion to  the  caliber  of  the  cannon.  The  diameter  of  the  ball  is  always 
fomewhat  lefs  than  the  bore  of  the  piece,  that  it  may  be  difchargcd  with 
the  orreater  eale,  and  not  damage  the  piece  by  rubbing  it  too  forcibly  in 
it's  paflage  -,  and  the  difference  between  thefe  diameters  is  called  the  wind- 
age of  the  cannon. 

The  length  of  any  cannon  is  always  reckoned  from  the  hind  part  of  the 
bafe  ring,  or  beginning  of  the  cafcabel,  to  the  extremity  of  the  muzzle. 
The  fécond  reinforce  begins  at  the  fame  circle  where  the  firft  terminates  -, 
and  the  chace  at  the  fame  circle  where  the  fccond  reinforce  ends. 

The  firft  reinforce  therefore  includes  the  bafe  ring  -,  the  ogee  neareft 
thereto  ;  the  vent-field  -,  the  vent-aftragal,  and  firft  reinforce-ring.  The 
fécond  reinforce  contains  the  ogee  next  to  the  firft  reinforce-ring  and  the 
fécond  reinforce-ring.  The  chace  compreiiends  the  ogee  neareft  to  the 
fécond  reinforce-ring  ;  the  chace-girdle  and  aftragal  ;  and  the  muzzle  and 
aftragal.  The  trunnions  are  always  placed  on  the  fécond  reinforce,  fo  as 
that  the  breech-part  of  the  cannon  may  weigh  Ibmething  more  than  the 
muzzle-part,  to  prevent  the  piece  from  ftarting  up  behind  when  it  is  fired. 

A  variety  of  experiments,  made  with  great  care  and  accuracy,  prove  that 
powder  when  on  fire  poflefles  at  leaft  4000  *  times  more  fpace  than  when 
in  grains.  Therefore  if  we  fuppofe  that  the  quantity  of  powder  with 
which  a  cannon  is  charged  pofllfles  one-fourth  of  a  cubical  foot  in  grains, 
it  will,  when  on  fire,  occupy  the  fpace  of  about  1000  cubical  feet.  The 
fame  experiments  evince  alfo  that  the  powder,  when  inflamed,  is  dilated 
equally  round  it's  center.  One  grain  of  powder  fired  in  the  center  of  dif- 
ferent concentric  circles,  round  which  grains  of  powder  are  placed,  fhall 
therefore  fet  fire  to  all  thofe  grains  at  once. 

From  this  principle  it  neceflarily  follows,  that  powder,  when  fired  in 
a  cannon,  makes  at  the  fame  inftant  an  equal  effort  on  every  part  of  the 
infide  of  the  piece,  in  order  to  expand  itfelf  about  it's  center  every  way. 
But  as  the  refiftance  from  the  fides  of  the  piece  turns  the  aftion  of  the 
powder,  fo  as  to  follow  the  direflion  of  the  bore  of  the  cannon,  when  it 
prefles  upon  the  ball,  fo  as  to  force  it  outwards,  it  prefies  alfo  on  the 
breech  of  the  cannon  ;  and  this  gives  the  piece  a  motion  backwards,  that 
is  called  it's  recoil,  which,  as  we  have  already  obferved,  is  reftrained  by  the 
treecbing  and  the   convexity  of  the  decks.      The  recoil  in  fome  degree 

*  Mr.  Bigot  de  Morogues  fays  from  4000  to  4500,  and  Mr.  HaukJbee  5000. 

diminifhes 


CAN  CAN 

diminifhes  the  adlion  of  the  powder  upon  the  fliot.  But  this  caftnot  be 
avoided  -,  for,  if  the  carriages  were  fixed  fo  as  not  to  give  way  to  this  mo- 
tion, the  adion  of  the  powder,  or  tlie  effort  that  caufes  the  recoil,  would 
tear  them  to  pieces  in  a  very  fliort  time. 

All  pieces  of  artillery  were  formerly  diftinguifhcd  into  the  names  of 
fakers,  culverins,  cannon,  and  dcmi-cannon  -,  but  at  prelcnt  their  names 
are  derived  from  the  weight  of  the  ball  which  they  difcharge  :  thus  a  piece 
that  difcharges  a  ball  of  twenty-four  pounds,  is  called  a  twenty-four- 
pounder-,  and  one  that  carries  a  fliot  of  thirty-two-pounds,  a  thirty-two- 
pounder  -,  and  fo  of  the  reft. 

The  metal  of  cannon  is  not  equally  thick  in  all  parts,  but  is  in  fome 
meafure  proportioned  to  the  force  of  the  powder  which  it  is  to  refift.  At 
tlie  breech,  where  the  effort  is  ftrongeft,  the  thickncfs  of  the  metal  is  equal 
to  the  diameter  of  the  correfponding  fhot.  At  the  firft  reinforce,  where 
this  begins  to  flacken,  the  thicknefs  is  fomewhat  lefs  than  at  the  breech  : 
at  the  fccond,  where  the  force  is  ftill  further  diminiflied,  the  thicknefs  is 
more  reduced  tiian  at  the  firlt  :  and,  by  the  fame  rule,  the  chace  has  lefs 
thicknefs  than  the  fécond  reinforce.  The  thicknefs  of  the  chace  gradually 
diminifhes  from  the  trunnions  to  the  mouth  of  the  piece  -,  fo  that  if  a  can- 
non was  without  cafcabel,  trunnion,  and  mouldings,  it  would  exaftly  re- 
femble  thefruftum  of  a  cone,  or  a  cone  deprived  of  the  fmall  end. 

In  a  vel]el  of  war,  cannon  are  placed  on  a  fort  of  wheeled  fledge, 
called  the  carriage,  of  which  fig.  i6.  plate  VII.  is  the  plan,  and  fig.  17. 
the  elevation.  This  carriage  is  compofed  of  two  large  pieces  of  plank, 
called  fides  or  cheeks,  conneded  together  by  means  of  crofs-pieces,  which 
are  either  bolts,  axle-trees,  or  tranfoms.  The  two  axle-trees  are  fixed 
acrofs  under  the  fore  and  hinder  parts  of  the  carriage,  being  fupported  at 
their  extremities  by  folid  wooden  wheels  called  trucks.  The  traniom  is 
placed  direiftly  over  the  fore  axle-tree,  and  exaétly  in  the  middle  of  the 
heighth  of  tlie  cheeks  or  fide-picces.  The  heigiith  of  the  tranlbm  is  equal 
to  two  diameters  of  the  fhot,  and  the  breadth  to  one  diameter. 

Explanation  of  the  iron-work,  and  different  parts  of  a  fea-carriage,  as  ex- 
hibited in  the  plan  and  elevation  of  a  thirty-two-pounder,  plate  VII. 
fig,  16.  and  17. 

a.  The  cap-fquares,  commonly  called  clamps  in  the  fea-fervice. 

b.  Kye-bolts,  by  which  one  end  of  the  clamp  is  fixed  to  the  carriage. 

c.  Joint-bolts,  ujion  wliicli  the  other  end  of  the  clamp  is  fixed  over  the 
trunnions  j  after  which  it  is  fore-locked,  to  prevent  the  cannon  from  dart- 
ing out  of  it's  carriage  when  fired. 

b  g.  The  cheeks  or  fides  of  the  carriage. 

d.  The  tranlom-bolt. 

c.  The  bed-bolt,  upon  which  the  bt'd  refis  to  fupport  the  breech   of 
the  cannon.      The  bed  is  (.xpieflld  by  fig  4. 
f.  Hind  axle-tree  bolls. 

g.  Breeching- 


•CAN  CAN 

g.  Breeching-bolts,  with  rings,  through  which  the  breechings  pafs. 
h.  Loops,  or  eye-bolts,  to  which  the  gun-tackles  are  hooked, 
i.  The  fore  axle-tree,  with  it's  trucks,  k. 
1.  The  hind  axle-tree,  with  it's  trucks,  k. 

The  wheels  are  firmly  retained  upon  their  axle-trees  by  means  of  iron 
bolts  pafling  through  the  latter  without  the  wheels  :  thefe  bolts  are  called 
linch-pins. 

The  breadth  of  the  wheels  is  always  equal  to  that  of  the  cheeks  ;  but 
the  heighth  of  the  cheeks  and  diameter  of  the  trucks  muft  conform  to  the 
heighth  of  the  gun-ports  above  the  deck.  The  carriages  of  the  lower  tiers 
Ihould  therefore  be  lb  formed,  that  when  the  breecli  of  the  cannon  lies 
upon  the  hind  axle-tree,  the  muzzle  of  the  piece  Jhould  touch  above  the 
port,  as  exprefled  in  fig.  19.  which  reprcfcnts  a  cannon  fecured  by  it's 
tackles  and  breechings,  to  prevent  it  from  draining  tlie  fnip  as  flie  rolls  in 
a  flormy  fca. 

Cannon  are  charged  by  putting  down  into  the  bottom  firft  a  quantity 
of  powder,  one-third  or  one-lialf  the  weight  of  the  ball.  This  is  done 
with  an  inftrumenr,  fig.  7.  termed  a  ladle,  which  is  a  kind  of  cylindrical 
fpoon,  generally  made  of  copper,  and  fixed  to  the  end  of  a  ftafi^,  called 
it's  handle.  Upon  the  powder  is  put  in  a  wad  of  rope-yarn,  formed  like  a 
ball,  which  is  preflTcddovvn  upon  the  powder  with  the  inllrument  exprefled 
by  fig.  10.  called  a  rammer.  Upon  this  wad  is  put  the  ball  or  ihot  ;  and 
to  fecure  it  in  it's  place  another  wad  is  firmly  prcfitrd  down  upon  it,  which 
operation  is  called  rarriniiiig-kcme  tiie  wad  and  fliot.  The  touch-hole  of  the 
piece  is  then  filled  with  powder,  from  the  upper-part  of  which  a  little  train 
is  laid  that  communicates  with  it.  The  ufe  of  this  train  is  to  prevent  the 
explofion  of  the  powder  from  operating  directly  upon  the  inftrument  em- 
ployed to  fire  the  piece,  which  in  that  cafe  might  be  forced  out  of  the  hand 
of  the  gunner. 

In  the  modern  pieces,  a  little  gutter  or  channel  is  framed  on  the  upper- 
part  of  the  breech,  to  prevent  the  train  from  being  difperied  by  the  wind. 
This  channel  reaches  from  the  the  touch-hole  to  the  bafe-ring. 

The  cannon  being  pointed  to  it's  ohje£i,  or  the  place  which  it  is  intended 
to  ftrike,  the  train  is  fired,  and  the  flame  immediately  conveyed  to  the 
powder  in  the  touch-hole,  by  which  it  is  further  communicated  to  that  in 
the  piece.  The  powder  being  kindled  immediately  expands  fo  as  to  oc- 
cupy a  much  greater  fpace  than  when  in  grains,  and  thus  dilated  it  makes 
an  eflrbrt  on  every  fide  to  force  itlclf  out.  The  ball  making  lefs  refiftance 
than  the  fides  of  the  piece,  upon  which  the  powder  prefies  at  the  fame 
time,  is  driven,  out  by  it's  whole  effort,  and  acquires  that  violent  motion: 
which  is  well  known  to  the  world. 

In  plate  VIL  all  the  inftruments  neccfl^ary  for  charging  cannon  are 
exhibited.  Befides  thefe  already  defcribed,  there  is  the  fpunge,  fig.  10. 
which  is  ufed  to  clean  the  piece  after  firing,  and  to  extinguifli  any  fparks 
that  may  remain  behind.     In.  the  land-fervice,  the  handle  of  the  fpunge 

6  i& 


CAN  CAN 

is  nothing  elfe  tiian  a  long  wooden  ftafF;  but  in  fliips  of  war  this  handle, 
that  ufually  contains  the  rammer  at  it's  other  end,  is  a  piece  of  rope  well 
ftiffened  by  fpun-yarn,  which  is  for  this  purpofe  firmly  wound  about  it.  By 
this  convenience  the  rammer  becomes  flexible,  fo  that  the  piece  is  charged 
within  the  fhip,  as  the  perfon  who  loads  it  may  bend  and  accommodate 
the  length  of  the  rammer  to  the  diftance  between  the  muzzle  and  the 
fhip's  fide;  being  at  the  fame  time  fheltered  from  the  enemy's  mufquetry, 
to  which  he  would  be  expofed  when  ufing  a  wooden  rammer  without  the 
fhip.  To  fpunge  a  piece  therefore  is  to  introduce  this  inftrument  into  the 
bore,  and  thrufting  it  home  to  the  furtheft  end  tliereof,  to  clean  the  whole 
cavity.  The  figures  8  and  9  reprefent  fpunges  of  a  different  kind  ;  one 
of  which  is  formed  of  fheep-fkin,  and  the  other  of  the  ftrongeft  briftles  of 
a  hog.     See  the  article  E.xercise. 

Tlie  tJi'orm,  of  which  tliere  are  alfo  different  kinds,  fig.  6.  and  9.  is  ufed 
to  draw  the  charge  when  ncceflliry. 

The  bit,  or  priming-iron,  is  a  kind  of  large  needle,  whofe  lower  end  is 
formed  into  a  gimblet,  ferving  to  clear  the  infide  of  the  touch-hole,  and 
render  it  fit  to  receive  the  prime. 

The  lint-ftock  is  a  kind  of  ftatï"  about  three  feet  long,  to  the  end  of 
which  a  match  is  occafionally  faftcned  to  fire  the  piece. 

The  fludtuating  motion  of  the  fea  renders  it  neceflary  to  fecure  and 
confine  tlie  artillery  in  veflels  of  war,  by  feveral  ropes  and  puHies,  whicli 
are  called  the  gun-tackles  and  breechings^  without  which  they  could  never 
be  managed  in  a  naval  engagement.  The  breeching  has  been  already  ex- 
plained, as  employed  to  rellrain  the  recoil.  The  tackles,  fig..  18.  are 
hooked  to  ring-bolts  in  the  fides  of  the  carriage,  and  to  other  ring-bolts 
in  the  fide  of  the  fhip,  near  the  edges  of  the  gun-ports,  and  are  ufed  to 
draw  the  piece  out  into  it's  place  after  it  is  loaded.  Befides  thefe,  there  is 
another  tackle  hooked  to  the  rear  or  train  of  the  carriage,  to  prevent  the 
cannon  from  rolling  into  it's  place  till  it  is  charged  :  this  is  called  the 
train-tackle,  and  is  exhibited  in  fig.  17. 

In  ihips  of  war,  the  cannon  of  the  lower-decks  are  ufually  drawn  into 
the  fliip  during  the  courfc  of  an  expedition  at  fea,  unlefs  when  they  are 
ufed  in  battle.  They  are  fecured  by  lowering  the  breech  fo  as  that  the 
muzzle  fliall  bear  againfl  tiie  upper-edge  of  the  port,  after  which  the  two 
parts  of  the  breeching  are  firmly  braced  together  by  a  rope  which  crofTcs 
them  between  tiie  front  of  the  carriage  and  the  port  -,  which  operation  is 
czWfià  frappiug  the  breeching.  The  tackles  are  then  fecurcly  faftened  about 
it  wilii  feveral  turns  of  the  rope  extended  from  the  tackle  and  breeching, 
over  the  chace  of  the  cannon,  as  reprcfented  in  fig.  19. 

The  fervice  of  the  artillery,  or  the  method  of  employing  it  in  a  naval 
adion,  is  explained  in  the  articles  Engagement  and  Exercise.  The 
manner  of  pointing,  or  direding  them  to  difiercnt  objeds  -,  the  effc6ts  of 
different  quantities  of  powder  upon  the  cannon  ball  -,  and  the  diflVrent 
lines  defcribed  by  it's  flight,  are  alfo  treated  at  large  in  the  article 
Range. 

K  We 


CAN 


CAN 


We  fhall  here  lubjoin  a  table  of  the  length  and  weight  of  different  can- 
non,  for  the  information  of  thole  who  may  be  entirely  unacquainted  tlicrc- 
wich  ;  and  particularly  of  our  fca-gunners. 


nd  weight 

of  brafs  cannon  accorc 

ing  to 

the 

menfi 

iration  in 

I 

753- 

Pounders. 

Length. 

Weight. 

Feet. 

Inches 

loolb. 

Quarter 

lb. 

42 

9 

6 

61 

2 

10 

32 

9 

5 

55 

2 

7 

24 

9 

5 

51 

I 

12 

18 

9 

0 

48 

I 

0 

12 

9 

0 

»9 

0 

0 

9 

8 

5 

6 

8 

0 

19 

0 

0 

3 

6 

5 

II 

0 

0 

Length  and  weight  of  iron  guns  ufed  in  the  fea-fervice,  according  to  the 

menfuration  in  1753. 

Weight. 


iinders. 

Length. 
Feet.      Inches 

42 

10 

0 

32 

9 

6 

24 

9 

5 

18 

9 

0 

12 

9 

0 

9 

6 
4 
3 

8 

7 
6 

4 

5 
0 
0 
6 

looIb. 

Quarters. 

lb. 

55 

I 

12 

53 

3 

23 

48 

0 

0 

41 

I 

8 

32 

3 

3 

23 

2 

2 

17 

I 

14 

12 

2 

13 

7 

I 

7 

For  an  account  of  the  particular  number  of  men  appointed  to  manage 
the  different  degrees  of  cannon,  and  tke  arrangement  or  diftribution  of 
the  cannon  according  to  the  feveral  clafles  of  Ihips,  fee  Quarters  and 
Rate. 

The  following  judicious  remarks  for  increafing  the  ftrength  of  the  Britifli 
navy,  by  changing  the  cannon  ufed  in  fhips  of  war  into  others  ef  equal 
weight  but  of  greater  bore,  have  been  feleded  from  the  propofal  of  the 
late  ingenious  Mr.  Robins. 

The  advantage  of  large  cannon  over  thofe  of  a  fmaller  bore  is  fo  ge- 
nerally acknowledged,  that  a  particular  difcuffion  of  it  might  perhaps  be 
fparcd.  *  *  * 

"  The  moft  important  advantage  of  heavy  bullets  is  this,  that  with 
the  fame  velocity  they  break  holes  out  in  all  folid  bodies  in  a  greater 
proportion  than  their  weight  ;  that  is,  for  inftance,  a  twenty-four  pound 
fhot  will,  with  the  fame  velocity,  break  out  a  hole  in  any  wall,  rampart, 

or 


CAN  CAN 

or  folid  beam,  in  which  ic  lodges,  above  eight  times  larger  than  v/ill  be 
made  by  a  tliree  pound  fliot  ;  for  it's  diameter  being  double,  it  will  make 
a  fuperlicial  fracture  above  four  times  as  great  as  the  three-pounder, 
(more  of  a  fmaller  hole  being  clofed  up  by  the  ipringing  of  the  folid  body 
than  of  a  great  one)  and  it  will  penetrate  to  more  than  twice  the  depth  ; 
by  this  means  tlie  firmed  walls  of  mafonry  are  eafily  cut  through  their 
whole  fubftance  by  heavy  fliot,  which  could  never  be  affeded  by  thofc  of 
a  fmaller  caliber;  and  in  Ihips  the  ftrongeft  beams  and  mafts  are  hereby 
fraftured,  which  a  very  great  number  of  fmall  bullets  would  fcarcely 
injure. 

"  To  this  \A\  advantage  of  large  cannon,  which  is  indeed  a  capital  one, 
there  muft  be  that  of  carrying  the  weight  of  their  bullet  in  grape  or  lead 
(hot,  and  thereby  annoying  the  enemy  more  effe£tually  than  could  be  done 
by  ten  times  the  number  of  fmall  pieces. 

"  Thefe  are  the  principal  advantages  of  large  cannon,  and  hence  it  is 
no  wonder  that  thole  entrullcd  with  the  care  of  the  Britifh  navy  have 
always  endeavoured  to  arm  all  fhips  with  the  largeft  cannon  they  could 
with  fafety  bear  ;  and  indeed,  within  thefe  laft  hundred  years,  great  im- 
provements have  been  made  on  this  head,  by  reducing  the  weight  of  many 
of  the  fpecies  of  cannon,  and  thereby  enabling  the  lame  fliips  to  carry  guns 
of  a  larger  bore  :  and,  very  lately,  the  fix-pounders  in  fome  of  the  fmaller 
fliips  iiave  been  changed  for  nine-pounders  ol  a  larger  fabric  than  ufual, 
which  hath  been  juftly  efteemed  a  very  great  addition  to  the  ftrength  of 
tiiofe  (hips. 

"  The  importance  then  of  allotting  to  all  (hips  the  largeft  cannon  they 
can  with  fafety  bear  being  granted,  it  remains  to  ihew  on  what  foundation 
a  change  is  propofed  to  be  made  in  the  fabric  of  all  pieces  from  the  prefent 
eighteen  pounders  downwards,  fo  that  they  may  be  changed  for  others  of 
the  lame,  or  lels  weight,  but  of  a  larger  bore.  This  propofition  turns  on' 
the  following  confiderations. — The  fpecies  of  cannon  proper  for  each  Ihip 
is  limited  by  the  weight  of  the  pieces  -,  and  when  the  charge  and  effort  of 
the  bullet  are  affigned,  this  weight  in  each  Ipecies  is,  or  ought  to  be,  de- 
termined by  the  following  circumftances  ; 

That  they  fliall  not  be  in  danger  of  burfting } 

That  they  fhall  not  recoil  too  boilleroudy  -, 

And  that  they  fhall  not  heat  too  much  in  frequent  firing. 

"  All  this  is  to  be  done  by  a  proper  quantity  of  metal  properly  difpofed  j 
and  when  the  pieces  are  fecured  from  thefe  accidents,  all  additional  weight 
of  metal  is  not  only  ulelels  but  prejudicial. 

"  Now  what  dimcnfions  and  weight  of  metal  are  more  than  fufficient  for 
thele  purpofes,  we  m.iy  learn  from  the  prefent  practice  of  the  navy,  in  tiie 
fabric  of  the  thirty-two  pounders,  the  heaviell  guns  in  common  ufe  ;  thele 
are  made  to  weigh  (if  the  autiior's  information  be  right)  from  fifty-two  to 
fifty-three  hundred  weight  ;  that  is  fomewhat  Ids  than  an  hundred  and 
two-chirds  for  each  pound  of  bullet. 

K  2  "  From 


CAM  CAN 

"  From  this  then  the  author  concludes,  that  any  fmaller  piece,  ma(k* 
upon  the  model  of  thefe  thirty-two  pounders,  and  having  their  weight 
proportioned  in  the  fame  manner  to  the  weight  of  their  bullet,  will 
lully  aniwer  all  the  purpofes  recited  above,  and  will  be  of  unexceptionable 
fervice. 

"  And  he  founds  his  opinions  on  thefe  two  principles  :  firft,  that  the 
ftrength  of  iron,  or  of  any  other  metal,  is  in  proportion  to  it's  fubllance -, 
fo  that,  for  inftance,  where  it  has  one-half  the  fubllance,  it  has  one-half 
the  ftrength;  and  this  fuppofition,  he  prekimes,  will  be  fcarcely  contcfted. 
Secondly,  that  the  force  of  different  quantities  of  powder  fired  in  fpaces 
which  they  refpedtivcly  fill,  is  not  exactly  in  tiie  proportion  of  thole  quan- 
tities ;  bur  the  lefler  quantity  has  in  proportion  the  leait  force  :  that  is,  for 
inftance,  the  force  of  one  pound  of  powder,  in  like  circumftances,  is  lefs 
than  one-half  the  force  of  two  pounds.  And  this  principle  the  auilior  has 
deduced  from  many  repeated  and  diverfified  trials  of  his  own  ;  and  he  be- 
lieves it  will  be  found  agreeable  to  all  the  obfervations  which  have  been 
made,  or  ftiall  be  made,  on  this  lubjedt. 

"  From  thefe  two  confiderations,  he  hopes,  it  will  be  granted  him,  that, 
if  two  pieces,  a  large  one  and  a  fmall  one,  are  made  with  all  their  dimen- 
fions  in  proportion  to  the  diameter  of  their  refpective  bullets,  and  confe- 
quently  their  weights  in  the  fame  proportion  with  the  weights  of  their  bul- 
lets, then  the  larger  piece,  with  the  fame  proportion  of  powder,  will  be 
more  ftrained,  will  heat  more,  and  recoil  more  than  the  fmaller. 

"  Hence  then,  as  we  are  aiTured,  that  the  prefent  thirty-two  pounders 
are  of  a  fuificient  ftrength  and  weight  for  all  marine  purpofes,  we  have 
the  greateft  reafon  to  fuppofe,  that,  if  all  the  pieces  of  an  inferior  caliber 
were  formed  upon  the  fame  model,  meafuring  by  the  diameter  of  the  bullet, 
thefe  fmaller  pieces  would  not  be  defeftive,  either  in  ftrength  or  weight, 
but  would  be  to  the  full  as  ferviceable  on  fliip-board,  as  the  prefent  pieces, 
which  are  fo  much  overloaded  with  metal. 

"  The  author's  fcheme  then,  for  augmenting  the  force  of  the  prefent  fea- 
batteries,  is  no  more  than  this  plain  principle,  that  all  fliip-guns  fhould  be 
caft  upon  the  model  of  the  thirty-two  pounders,  meafuring  by  the  dia- 
meter of  the  refpedlive  bullet;  fo  that  for  each  pound  of  bullet,  there  fhould 
be  allowed  one  hundred  and  two-thirds  of  metal  only. 

"  The  advantages  of  this  fcheme  will  appear,  by  the  following  com- 
parifon  of  the  weight  of  the  prefent  pieces  with  their  weight  propofed  by 
this  new  fabric. 

Pieces.  Weight  now  in  hundreds.  Ditto  by  new  fabric. 

24  —     —     —     48  to  46     —  —  —  40 

18  ___     41    to   39     —  —  —  30 

12  34   to    31       20 

9        —    —    -^     29  to  26     —    —    —         15 
6        —    —    —    24  to  18    —    —    —         10 

«  Hence 


CAN  CAN 

'*  Hence  then  it  appears,  that  the  twenty-four  pounders  will  be  eafed  of 
fix  or  eight  hundred  of  ufciefs  metal;  and  inftead  of  an  inferior  caliber 
now  ufed,  much  larger  ones  of  the  fame  weight  may  be  borne,  efpecially 
when  it  is  remembered,  that  this  computation  exceeds  even  the  prefent 
proportion  of  the  thirty-two  pounders  ;  fo  that  from  the  above  projefted 
cightcen-pounders,  for  inrtance,  two  or  three  hundred  weight  may  be  fafcly 
taken. 

Tlie  changes  then  propofed  by  the  author  are  thefe  : 

Pounders.  Hundreds. 

6  of  24  and  18  —  new  — 

9  —  29  and  26  —  —  — 

12  —  34  and  31  —  —  — 

18  —  41  and  39  —  —  — 


For 


inders, 

H 

undreds 

12 

of 

20 

18 

of 

28 

18 

of 

28 

24 

of 

40 

"  The  nine-pounders  lately  caft,  being,  as  the  author  is  informed,  dill 
lighter  tlian  what  is  here  reprefented,  they  may  perhaps  be  only  trans- 
formed into  twelve-pnundcrs  ;  but  this  will  be  a  very  great  addition  of 
ftrength,  and  the  twelve-pounders  thus  borne  will  be  confiderably  lighter 
than  tlie  fmallclt  n:ne-pounders  now  in  ufe.  The  weight  of  the  prefent 
three-pounders  are  not  remembered  exadtly  by  the  author  ;  but  he  doubts 
not,  but  they  are  heavier  tiian  the  propofed  fix-pounders,  and  may  there- 
fore be  changed  for  them. 

"  That  many  obje<5lions  will  be  made  to  the  prefent  propofal  is  not  to 
be  queilioncd -,  but,  as  they  will  equally  hold  againft  the  ufe  of  the  prefent 
thirty-two  pounders,  which  are  known  to  be  guns  of  unexceptionable  fer- 
vice,  that  alone,  it  is  conceived,  wiïl  be  an  anfwer. 

"  If  it  be  fuppofed  (as  ancient  practice  is  always  favourably  heard) 
that  the  excefles  in  the  proportionate  weight  of  the  fmall  pieces  muft 
have  been  originally  founded  on  fome  approved  principle,  or  otherwife 
they  could  not  have  been  brouglit  into  ufe  ;  it  may  be  anfwered,  that  a 
hundred  years  fince  there  were  four-pounders  made  ufe  of,  wiiich  were 
heavier  than  fome  of  the  prefent  nine-pounders,  and  had  the  fame  pre- 

fcription  to  plead  in  their  behalf. Perhaps  the  origin  of  this  excels  in 

the  fmaller  pieces  may  be  accounted  for  by  fuppofing,  that  when  guns 
arc  ufed  in  batteries  on  fhore,  their  length  cannot  be  in  proportion  to 
the  diameter  of  their  bore-,  becaufe  the  parapet  being  of  a  confiderable 
thickncfs,  a  fhort  piece  would,  by  it's  blafl;,  ruin  the  embraiiires -,  and 
the  fmaller  pieces,  being  for  this  reafon  made  nearly  of  the  fame  length 
with  the  larger,  did  hence  receive  their  additional  weioht  of  metal.  Hut 
this  reafon  holds  not  at  fea,  wiiere  there  is  no  other  exception  to  the 
fliortnefs  of  a  piece,  but  the  lofs  of  force,  which,  in  the  inftances  here 
propofed,  is  altogether  inconfidcrable  ;  for  the  old  twelve-pounders,  for 
example,  being  in  I>ngth  from  nine  feet  to  nine  feet  and  a  half,  the  new 
ones  here  propuled  will  be  from  kven  feet  to  feven  and  a  half  long.  The 
difference  ia  the  force  of  the  bullet,  Hrtd  from  thefe  different  pieces,  is  but 

little  ; 


CAN  CAN 

little  ;  and  it  will  hereafter  appear,  that  in  the  prefent  fiibjedt  much  greater 
dilTciences  than  thclc  are  of  no  confeqiicnce. 

*'  If  it  fhovild  be  faid,  that  the  new  fabric  here  propofcd  muft  have  the 
prefent  allowance  of  powder  (which  in  the  fmaller  pieces  is  half  the  weight 
of  the  ball)  diminifhed,  and  that  it  nuift  be  reduced  to  the  rate  of  the 
thirty-two  pounders,  which  is  only  feven-fixteenths  of  the  weight  of  the 
ball  ;  it  is  anfwered,  that  if  the  powder,  in  all  Ihip-cannon  whatever,  was 
11:11  further  reduced  to  one-third  of  the  weight  of  the  ball,  or  even  lefs, 
it  would  be  a  confiderable  advantage,  not  only  by  the  faving  of  ammuni- 
tion, but  by  keeping  the  guns  cooler  and  more  quiet,  and  at  the  fame 
time  more  effeélually  injuring  the  fliips  of  the  enemy  *  ;  for  with  the 
prefent  allowance  of  powder  the  guns  are  heated,  and  their  tackles  and 
furniture  flrained,  and  this  only  to  render  the  bullet  lefs  efficacious  than  it 
would  prove  if  impelled  by  a  fmaller  charge.  Indeed  in  battering  of  walls, 
which  arc  not  to  be  penetrated  by  a  fingle  fliot  from  any  piece  whatever, 
the  velocity  of  the  bullet,  how  much  loever  augmented,  Itill  produces  a 
proportionate  effccl,  by  augmenting  the  depth  to  which  it  penetrates  :  but 
the  fides  of  the  ftrongeft  fliips,  and  the  greater  part  of  her  timbers,  are 
of  a  limited  thicknefs,  infufficient  to  flop  the  generality  of  cannon  bullets, 
tired  at  a  reaibnable  diftance,  even  with  a  lefs  charge  than  is  here  propofed. 
And  it  is  a  matter  of  experiment,  that  a  bullet,  which  can  but  jull  pals 
tlirough  a  piece  of  timber,  and  lofes  almoft  all  it's  motion  thereby,  has  a 
much  better  chance  of  rending  and  fradluring  it,  than  if  it  pafied  through 
it  with  a  much  greater  velocity. 

"  That  a  much  better  judgment  may  be  made  of  the  reafonablenefs  of 
this  fpeculation,  the  author  thinks  proper  to  adci  (and  he  believes  future 
experience  will  not  contradiél  him)  that  a  twelve-pounder,  as  here  pro- 
poled,  which  is  one  of  the  fmalletl  pieces  at  prefent  under  confideration, 
when  charged  with  one-third  of  the  weight  of  the  bullet  in  powder,  will 
penetrate  a  beam  of  the  beft  fealbned  toughefl:  oak,  to  m^re  than 
twenty  inches  depth  -,     and  if,   inltead   of  one   folid   beam,   there    are  a 

•  "  The  change  propofed  here,  of  reducing  the  quantity  of  powder  in  all  fliip  guns  to 
one-third  of  the  weight  of  the  bullet,  has  for  fomc  time  pall  been  praftifed  bv  the  French  in 
a  much  feverer  fei  vice,  where  the  encrcafing  the  velocity  of  the  bullet  could  not  at  any  time 
diminilh  it's  effeil  ;  the  fervice  I  mean  is  battering  in  breach.  For  I  learn,  that  of  late 
years  all  their  breaches,  in  the  difterent  fieges  they  have  undertaken,  have  been  made  with 
this  very  charge,  that  is,  their  twenty-four-pouuders  have  been  loaded  with  eight  pounds 
of  powtier,  and  they  have  found,  that  though  the  penetration  of  the  bullet  is  lefs  with 
this  charge  than  with  a  larger  one,  yet  the  other  con\  cniencies  attending  this  fmaller  charge, 
are  more  than  fufficient  to  balance  that  particular. 

"  And  here  I  mull  obferve,  that  there  have  not  been  wanting  perfons  of  confiderable 
name,  who  have  affcrted  that  the  velocity  of  a  twenty-four  pound  bullet  was  really  greater 
with  eight  pounds  of  powder  than  with  any  larger  quantity,  founding  their  opinion  on 
the  ridiculous  pcrfuafion,  that  whatever  quantity  was  put  in,  no  more  than  eight  pounds 
of  it  took  fire  ;  but  this  fuppofition  is  deilroyed  by  their  own  experiments,  and  their  own 
rcafonings  ;  and  later  experiments,  made  with  greater  attention,  put  it  beyond  all  doubt, 
that  to  the  larger  charge  (at  leail  as  far  as  twenty  pounds  of  powder)  there  correfponds  a 
greater  velocity. 

number 


CAN  CAN 

number  of  fmall  ones,  or  of  planks  laid  together  ;  then  allowing  for  rend- 
ing and  tearing,  frequent  in  fuch  cafes,  he  doubts  not,  but  it  will  often 
go  through  near  double  that  thicknefs,  and  this  any  where  within  a  hun- 
dred yards  diftance  :  that  is,  any  where  within  that  dillance,  which  tlie 
moft  experienced  officers  have  recommended  for  naval  engagements.  In 
the  fame  dillance,  a  bullet  from  the  twelve-pounders  now  in  ufe,  charged 
with  half  the  weight  of  powder,  will  penetrate  about  one-third  part  deeper: 
but  if  the  efforts  of  each  piece  are  compared  together  at  five  hundred 
yards  diftance,  the  differences  of  their  forces  will  not  be  confiderable.  If 
this  be  fo,  it  will  not  be  afferted,  I  imagine,  that  the  twelve-pounder  here 
propofed  is  lefs  ufeful,  or  lefs  efficacious,  for  all  naval  purpofes,  than  the 
weightier  twelve-pounder  hitherto  made  ufe  of. 

"  The  author  has  in  this  propofal  fixed  on  the  tliirty-two  pounders, 
as  tlie  llandard  for  the  reft  -,  becaufe  experience  has  long  authorifcd 
them.  But  from  the  trials  he  has  made,  he  is  well  fatisficd,  a  mucli 
greater  redudlion  of  weight,  than  is  here  propofed,  might  fafely  take 
place  ;  and  that  one-fourth,  or  even  one-fifth  of  the  weight  of  the  bullet 
in  powder,  if  properly  difpofed,  is  abundantly  fufficient  for  every  fpe- 
cies  of  ftiip-guns  *.  However,  the  author  is  far  from  defiring,  that  his 
fpeculations  fliould  be  relied  on  in  an  affair  of  this  nature,  where  he 
pretends  not  to  have  tried  the  very  matter  he  propofes,  but  founds  his 
opinion  on  certain  general  principles  and  collateral  experiments,  which 
he  conceives,  he  may  apply  to  the  prefent  cafe  without  error.  He 
would  himfelf  recommend  an  experimental  examination  of  this  pro- 
polal,  as  tlie  only  one  to  which  credit  ought  to  be  given.  What  he  in- 
tends by  the  prefent  paper,  is  to  reprefent  it  as  a  matter  worthy  of  con- 
fideration,  and  really  fuch  as  it  appeared  to  him  :  if  thof.",  to  vvhofe  cen- 
fure  he  fubmits  it,  are  of  the  fame  opinion,  there  is  an  obvious  method 
of  determining  how  far  his  allegations  are  conclufivc  ;  and  that  is  by 
diredting  one  of  thel'e  pieces  to  be  caft,  a  twelve-pounder  for  inftance, 
and  letting  it  be  proved  with  the  fame  proportion  of  powder  allotted  for 
the  proof  of  the  thirty-two  pounders  :  <hen  if  this  piece  be  fired  a  number 
of  times  fucceffively  on  a  carriage,  and  it's  recoil  and  degree  of  heat  be 
attended  to,  and  if  the  penetration  of  it's  bullet  into  a  thick  butt  of  oak- 
beams  or  plank  be  likewife  examined,  a  judgment  may  thence  be  formed, 
of  what  may  be  expcfted  from  the  piece  in  real  fervice  -,  and  the  refult  of 
thefe  trials  will  be  the  moft  incontcftable  confutation  or  confirmation  or 
this  propofal." 

CANNONADE,  as  a  term  of  the  marine,  may  be  defined  the  applica- 
tion of  artillery  to  the  purpofes  of  naval  war,  or  the  direction  of  it's  efforts 
againft  fome  diftant  objeét  intended  to  be  feizcd  or  dcftroyed,  as  a  fliip, 
battery,  or  fortri^fs. 

•  It  is  necc/Tary  to  obferv-j  in  this  pl.nce,  that  Mr.  Muller,  whofe  opinion  herein  has 
been  CO'.. firmed  by  various  expenint-nts,  has,  with  little  \..riatton,  adopted  the  fcntimcnts 
of  the  above  propofal,  und  llrongly  rccomjnc.Ki.d  tlum  m  a  fchcmc  ot  public  utility. 

Cannon  iding 


CAN  CAN 

Cannonading  is  therefore  iifed  in  a  veflcl  of  war  to  take,  fink,  or  burn 
the  fliips  of  an  enemy,  or  to  drive  them  from  their  defences  alliore,  and  to 
batter  and  ruin  their  fortifications. 

Since  a  large  fhip  of  war  may  be  confidered  as  a  combination  of  floating 
batteries,  it  is  evident  that  the  efi"orts  of  her  artillery  niuft  in  general  be 
g  eatly  fuperior  to  thofe  of  a  fortrefs  on  the  fea-coall:  :  I  fay  in  general, 
becaule  on  fome  particular  occafions  her  fituation  may  be  extremely  dan- 
gerous, and  her  cannonading  ineffedual.  Her  fuperiority  confills  in  fe- 
veral  circumfl:ances,  as,  the  power  of  bringing  her  different  batteries  to 
converge  to  one  point  ;  of  fhifting  the  line  of  her  attaci:  fo  as  to  do  the 
greatell  poflible  execution  againll  the  enemy  ;  or  to  lie  v.here  Ihe  will  be 
the  leaft  expofed  to  his  fliot  -,  and  chiefly  becaufe,  by  employing  a  much 
greater  number  of  cannon  againft  a  fort  than  it  can  poffibly  return,  the 
impreffion  of  her  artillery  againfl;  fl:one-walls  foon  becomes  dccifivc  and 
irrefiftible,  Befidcs  thefe  advantages  in  the  attack,  fhe  is  alfo  greatly  fu- 
perior in  point  of  defence:  becaufe  the  cannon  fliot,  palfing  with  rapidity 
through  her  fides,  feldom  do  any  execution  out  of  the  line  of  their  flio-ht, 
or  occafion  much  mifchief  by  their  fplinters:  whereas  they  very  foon  fliatter 
and  deftroy  the  faces  of  a  parapet,  and  produce  incredible  havoc  amonglt 
the  men,  by  the  fragments  of  the  ftones,  &c.  A  fliip  may  alfo  retreat 
when  ihe  finds  it  too  dangerous  to  remain  longer  expofed  to  the  enemy's 
fire,  or  when  her  own  fire  cannot  produce  the  defired  efleft.  Finally,  the 
fluctuating  fituation  of  a  fhip,  and  of  the  element  on  which  flie  reflis, 
renders  the  efforts  of  fliells  very  uncertain,  and  altogether  deftroys  the 
cfieft  of  the  ricochet,  or  rolling  and  bounding  fliot,  whofe  execution  is  lb 
pernicious  and  deflrruftivc  in  a  fortrefs  or  land-engagement  ;  both  of  which, 
however,  a  fliip  may  apply  with  great  fuccefs.     See  Range. 

The  chief  inconvenicncy  to  which  a  fliip  is  expofed,  on  the  contrary,  is, 
that  the  low-laid  cannon  in  a  fort  near  the  brink  of  the  lea,  may  itrike 
her  repeatedly,  on  or  under  the  furface  of  the  water,  fo  as  to  fink  her 
before  her  cannonade  can  have  any  confiderable  efiicacy. 

CANOE,  a  fort  of  Indian  boat  or  vcflel,  formed  of  tlie  trunk  of  a 
tree  hollowed,  and  fometimcs  of  feveral  pieces  of  the  bark  fafl:ened  to- 
gether. 

Canoes  are  of  various  fizcs,  according  to  the  ufes  for  which  they  may 
be  defigned,  or  the  countries  wherein  they  are  formed.  The  largeil  are 
made  of  the  cotton  tree,  fome  of  which  will  carry  between  twenty  and 
thirty  hogflieads  of  lugar  or  molaffes.  Some  are  made  to  carry  fail, 
and  for  this  purpofe  are  fl:eeped  in  water  till  they  become  pliant,  after 
which  their  fides  are  extended,  and  fl:rong  beams  placed  betvvccn  them, 
on  which  a  deck  is  afterwards  laid  that  ferves  to  fupport  their  fides. 
The  other  forts  very  rarely  carry  fail,  unlefs  when  going  before  the 
wind  :  their  fails  are  made  of  a  fort  of  filk  grafs  or  rullies.  They  are 
commonly  rowed  with  paddlts,  which  are  pieces  of  light  wood  fome 
what  rel'cmbling  a  corn-lhovcl  ;  and  inftcad  of  rowing  with  it  horizon- 
tally, like  an  oar,   they  manage  it  perpendicularly.      The  fmall  canoes' 

are 


CAN  CAN 

are  very  narrow,  having  only  room  for  one  pcrfon  in  breadth,  and 
fevcn  or  eight  lengthways.  The  rowers,  who  are  generally  negrcx-s  or 
American  lavages,  are  very  expert  in  managing  their  paddles  uniformly, 
and  in  balancing  the  canoes  properly  with  their  bodies,  which  would  be 
difficult  for  a  ftranger  to  do,  how  well  accuftomed  Ibever  to  the  conducting 
of  European  boats,  becaufe  the  canoes  are  extremely  light,  and  liable  to  be 
overturned. 

The  American  Indians,  when  they  are  under  the  necefîity  of  landing 
to  avoid  a  water-fall,  or  of  croffing  the  land  from  one  river  to  another, 
carry  their  canoes  on  their  heads  ;  till  they  arrive  at  a  place  where  they  can 
lanch  them  again. 

The  following  curious  account  of  the  canoes  of  the  Efquimaux  Indians, 
in  Labrador,  has  been  lately  tranl'mitted  to  the  author,  which  he  appre- 
hends will  not  be  difplcafing  to  his  readers. 

The  Efquimaux  canoe  has  a  light  wooden  frame,  and  the  fliell,  inftead 
of  plank,  is  made  with  leal-fkins  fewed  together,  which  are  not  only 
extended  round  tlie  bottom  and  fides,  but  likewife  over  the  top  -,  form- 
ing a  complete  deck,  and  having  only  one  opening,  conveniently 
framed  and  fituatcd  to  admit  the  Indian  into  his  feat.  A  flat  hoop 
is  fitted  to  this  hole,  rifing  about  four  inches,  to  wliich  the  fur- 
rounding  fkin  is  fewed.  The  Indian's  feal-ll<in  jacket,  beinfT  of  a 
proper  length,  he  can  occafionally  bind  the  fkirt  of  it  round  the  out- 
fide  of  this  hoop  ;  by  which  means  he  keeps  the  canoe  free  froin  water, 
and  is  enabled  to  purfue  his  game  far  from  land  or  in  ftormy  feas. 
His  paddle  is  about  ten  feet  long,  light,  and  flat  at  each  end,  with 
which  he  both  rows  and  (leers  with  great  velocity  and  exaAnefs.  Mr. 
Crantz,  in  his  Hillory  of  Greenland,  informs  us,  that  the  young  men 
In  their  exercife  are  taught  to  overfet  their  canoes,  and  when  the  bot- 
tom is  upward,  to  recover,  by  the  dexterous  management  of  their  pad- 
dle, their  former  upright  pofition,  the  men  rifing  again  either  on  the 
fide  by  which  they  went  down,  or  on  the  contrary,  as  they  pleafe. 
The  conftruftion  of  this  extraordinary  little  vefl'cl,  fo  admirably  well 
adapted  to  the  purpofes  of  it's  owner,  does  the  greateft  credit  to  the  in- 
genuity of  this  lavage  people.  Though  natives  of  the  extenfive  country 
of  Labrador,  they  inhabit  only  the  fea-coafts,  particularly  the  iflands, 
the  interior  parts  being  no  lefs  barren,  and  pofleflcd  by  other  wander- 
ing tribes,  their  perpetual  enemies  and  fuperiors  at  land  ;  fo  that  they 
are  reduced  to  almolt  an  entire  dependence  upon  the  fea  for  the  com- 
mon necefl"aries  of  life.  Seals-flefli  and  oil  are  amongfl:  the  chief  articles 
of  their  food;  and  with  tlie  fl<ins  they  make  tents,  canoes,  and  apparel. 
Thofe  iflands  on  which  the  fea-fowl  breed,  they  vifit  for  their  eggs  and 
young  i  and  kill  birds  in  the  water  with  their  darts.  We  are  furprifed, 
that  provided  thus,  they  fliould  do  fo  much  execution  amongll  thefe 
creatures  ;  but  when  we  behold  a  party  of  lavages,  each  in  his  canoe, 
with  only  his  harpoon  and  his  lance,  purfue,  attack,  and  kill  the  largefl; 
\vhale,  how  juftly  arc  we  filled  with  admiration.     The  whales  flelh  and 

L  oil 


CAN  CAP 

oil  they  cat;  and  the  tough  fubftanceof  the  gills,  commonly  called  whale- 
bone, they  apply  very  ingenioully  to  a  great  variety  of  ules -,  trafficking 
with  the  overplus  for  fuch  European  goods  as  they  want.  In  their  lan- 
guage, the  canoe  is  called  kûidk,  or  man's-boat,  to  dirtinguilh  it  from 
umink,  the  woman's-boat.  The  latter  is  a  large  boat,  managed  by  the  wo- 
men for  tranfporting  their  families  and  poirefTions,  when  they  fhift  their 
encampment  from  place  to  place,  as  molt  convenient  for  the  particular 
hunting  of  the  feafon.  A  kind  of  wolf-dog,  natural  to  that  country,  is 
the  only  animal  they  breed  for  food.  The  fame  canoes,  language,  cuftoms, 
and  way  of  life,  being  common  to  the  Grecnlanders  with  tiie  Efquimaux, 
it  is  evident  they  have  been  originally  one  people. 

I'here  is  a  Greenland  canoe  in  the  Repofitory  of  the  Royal  Society, 
covered  with  feal-flvins,  and  exactly  conformable  to  the  above  dcfcrip- 
tion. 

CANTING,  as  a  fea-phrafe,  denotes  the  aft  of  turning  any  thing 
about. 

CANT-TIMBERS,  in  fliip-building,  thofe  timbers  which  arc  fituated 
at  the  two  ends  of  a  fhip.  They  derive  their  name  froni  being  csiUed, 
or  raifed  obliquely  from  the  keel  ;  in  contradiftindtion  to  thofe  whofc 
planes  are  perpendicular  to  it.  The  upper-ends  of  thofe  on  the  bow^  or 
fore-part  of  the  fliip,  are  inclined  to  the  ftem  ;  as  thofe  in  the  after,  or 
hind-parr,  incline  to  the  ftern-pofl  above.  See  the  articles  Timber  and 
Naval  Architecture. 

The  principal  of  thefe  lafl  is  the  fafliion-piece,  wfiich  forms  the  out- 
line of  the  counter,  terminating  it  on  the  fides. 

CAP,  (chouquet^  Fr.)  a  ftrong,  thick  block  of  wood,  ufcd  to  confine  two 
mafts  together,  when  the  one  is  erected  at  the  head  of  the  other,  in  order  to 
lengthen  it.  It  is  for  this  purpofe  furniflied  with  two  holes  perpendicular 
to  it's  length  and  breadth,  and  parallel  to  it's  thicknefs  ;  one  of  thcfe  is 
fquare,  and  the  other  round  ;  the  former  being  folidly  fixed  upon  the  up- 
per-end of  the  lower-mall,  whilll  tlie  latter  receives  the  maft  employed  to 
lengthen  it,  and  fecures  it  in  this  pofition. 

The  principal  caps  of  a  fliip  are  thofe  of  the  lower-mafts,  which  are 
fitted  with  a  fbrong  eye-bolt  on  each  fide,  wherein  to  hook  the  block  by 
which  the  top-mall  is  drawn  up  through  the  cap  ;  the  proccfs  of  which  is 
explained  in  the  article  Mast. 

The  breadth  of  all  caps  is  equal  to  twice  the  diameter  of  the  top-maft, 
and  the  length  to  twice  the  breadth.  The  thicknefs  of  the  main  and  fore- 
caps  is  half  the  diameter  of  their  breadths  -,  the  mizen-cap  three-levcnths, 
and  the  top-maft-caps  two-fifths  of  their  refpeftive  breadths. 

In  the  fame  manner  as  the  top-maft  flides  up  through  the  cap  of  the 
lower-inaft,  the  top-gallant-maft  flides  up  through  the  cap  of  the  top-maft. 
The  cap  is  reprefcntcd  by  fig.  9.   plate  II. 

CAPE,  a  promontory,  or  head-land,  which  projedls  into  the  fea  further 
than  the  reft  of  the  coall. 

CAPPANUS,  a  name  given  by  Ibme  authors  to  the  worm  which  ad,- 
teres  to,  and  gnaws  the  bottom  of  a  fhip. 

Tha- 


^ZAT£  II. 


CAP  CAP 

The  cappanus  is  extremely  pernicious  to  (hips,  particularly  in  the  Eafl: 
and  Weft  Indies  :  to  prevent  this,  leverul  fliips  have  lately  been  fheathed 
with  copper  :  the  firft  trial  of  which  was  made  on  his  Majefty's  frigate 
Alarm. 

CAP-SQUARE.     See  the  article  Cannon. 

CAPSTERN,  or  Capstan,  (cabejlan,  Fr.)  a  ftrong  mafTy  column  of 
timber,  formed  like  a  truncated  cone,  and  having  it's  upper  extremity 
pierced  with  a  number  of  holes  to  receive  the  bars  or  levers.  It  is  let 
down  perpendicularly  through  the  decks  of  a  Ihip,  and  is  fixed  in  fuch  man- 
ner, that  the  men,  by  turning  it  horizontally  with  their  bars,  may  perform 
any  work  which  requires  an  extraordinary  effort. 

A  capftern  is  compofed  of  feveral  parts,  (fee  plate  II.  fig.  1 1.)  where  A 
is  the  barrel,  b  the  whelps,  c  the  drum-head,  and  d  the  fpindle. 

The  whelps  rife  out  trom  the  m.ain  body  of  the  capftern  like  buttreftes, 
to  enlarge  the  fweep  ;  fo  that  a  greater  portion  of  the  cable,  or  whatever 
rope  encircles  the  barrel,  may  be  wound  about  it  at  one  turn,  without 
adding  much  to  the  weight  of  the  capftern.  The  whelps  reach  downwards 
from  the  lower  part  of  the  drum-head  to  the  deck. 

Plate  II.  fig.  1 1  and  12.  The  drum-head  is  a  broad  cylindrical  piece  of 
wood,  refembling  a  mill-ftone,  and  fixed  immediately  above  the  barrel  and 
whelps.  On  the  outfide  of  this  piece  are  cut  a  number  of  fquare  holes  pa- 
rallel to  the  deck,  to  receive  the  bars. 

The  pivot,  or  fpindle,  d,  which  is  ftiod  with  iron,  is  the  axis  or  foot 
upon  which  tiie  capftern  refts,  and  turns  round  in  the  faucer,  which  is  a 
fort  of  iron  focket  let  into  a  wooden  ftock  orftandard,  called  the  ftep, 
refting  upon,  and  bolted  to  the  beams. 

Befides  the  difterent  parts  of  the  capftern  above  explained,  it  is  furniftied 
with  feveral  appurtenances,  as  ûm:  bars^  th<:  pi/is,  the  pavjls^  the  fuj if ier,  and 
the  faucer,  already  dcfcribed. 

The  bars  are  long  pieces  of  wood,  or  arms,  thruft  into  a  number  of 
fquare  holes  in  the  drum-licad  all  round,  in  wliich  they  are  as  the  rudii  of 
a  circle,  or  the  fpokes  to  the  nave  of  a  wheel.  They  are  ufed  to  heave 
the  capftern  round,  whicii  is  done  by  the  men  fctting  their  breafts  againft 
them  and  walking  about,  like  the  machinery  of  a  horfe-mill,  till  the  ope- 
ration is  finift»cd. 

The  pins,  e,  are  little  bolts  of  iron  thruft  perpendicularly  through  the 
holes  of  the  drum-head,  and  through  a  correlpondcnt  hole  in  the  end  of 
the  bar,  made  to  receive  the  pins  when  the  bars  are  fixed.  They  are  ufed 
to  confine  the  bars,  and  prevent  them  from  working  out  as  the  men  heave, 
or  when  the  Ihip  labours.  Every  pin  is  faftencd  to  the  drum-head  with  i 
fmad  iron  chain  ;  and,  that  the  bars  may  exactly  fit  their  refpectivc  holes, 
they  are  all  numbered. 

'i"!w?  pawls,  f,  fig.  10.  are  fituated  on  each  fide  of  the  capftern,  being 
two  Ihort  bars  of  iron,  bolted  at  one  end  through  the  deck  to  the  beams 
clofe  to  the  lower  part  of  the  whelps-,  the  other  end,  which  occafionally 
turns  round  on  the  deck,  being  placed  in  the  intervals  of  the  whelps,  as 
the  capftern  turns,    prevents  it  from  recoiling  or, turning  back  by  any 

L  2  fuddcn 


CAP  CAP 

fiidden  jerk  of  the  cable  as  the  fliip  rifcs  on  the  fea,  ^hich  might  greatly 
endanger  the  men  who  heave.  There  are  alio  hanj;_;ng  pawls  g,  g,  fig.  12. 
ufcd  tor  the  lame  piirpolcs,  reaching  from  the  deck  above  to  the  drum-head 
immediately  beneath  it 

'ïhe  fivifier  is  a  rope  pafTcd  horizontally  through  holes  in  the  outer  ends 
of  the  bars,  and  drawn  very  tight  :  the  intent  of  this  is  to  keep  the  men 
ilcady  as  they  walk  round,  when  the  fliip  rolls,  and  to  give  room  for  a 
greater  number  to  afTill  by  pulling  upon  the  fwifter  itfelf. 

The  moll  frequent  ufe  ot  the  capftern  is  to  heave  in  the  cable,  and 
thereby  remove  the  Ihip,  or  draw  up  the  anchor!  It  is  alio  ufcd  to  wind 
up  any  weighty  body,  as  the  mafts,  artillery,  &c.  In  merchant-fhips  it  is 
likevvife  frequently  employed  to  dilcharge  or  take  in  the  cargo,  particularly 
when  confiliing  of  wciglity  materials  that  require  a  great  exertion  of  me- 
chanical powers  to  be  removetl. 

There  are  commonly  two  capRerns  in  a  fliip  of  war,  the  main  and  the 
gear  capftern  ;  the  former  of  wliich  has  two  drum-heads,  and  may  be  called 
;i  double  one.  'I'his  is  rcprefented  by  fig.  12.  of  plate  II.  the  latter  is  ex- 
hibited in  fig.  1 1. 

Formerly  the  bars  of  the  capftern  went  intirely  through  the  head  of  it, 
and  confequently  were  more  than  twice  the  length  of  the  prefent  ones  ;  the 
holes  were  therefore  formed  at  difterent  heighths,  as  reprclented  in  fig.  10. 
plate  II.  But  this  machine  had  feveral  inconveniences,  fuch  as  the  perfons 
who  heaved  at  the  higher  bars  incommoding  thole  at  the  lower  ones  -,  the 
bars  being  lifted  or  lowered  by  the  perfons  who  heaved  at  their  oppofite 
ends  ;  fome  of  the  bars  being  too  high,  and  others  too  low,  &c.  It  has 
therefore  been  long  intirely  difufcd  in  the  navy.  Some  of  thefe  fort  of 
capfterns,  however,  are  ftill  retained  in  merchant-fhips,  and  are  ufually 
denominated  crabs.  The  fituation  of  the  bars  in  a  crab,  as  ready  for  heav» 
ing,  is  reprefented  in  fig.  13.  plate  II. 

To  rig  (he  Capstern,  (garnir,  Fr.)  is  to  fix  the  bars  in  their  refpedtive 
holes,  and  thruft  in  the  pms  in  order  to  confine  them. 

Surge  the  Capstern,  (choquer,  Fr.)  is  the  order  to  flacken  the  rope 
heaved  round  upon  it,  of  which  there  are  generally  two  turns  and  a  half 
about  the  barrel  at  once,  and  fometimes  three  turns. 

To  heave  the  Capstern,  (lirer  au  cabejlan,  Fr.)  is  to  go  round  with  it 
heaving  on  the  bars,  and  drawing  in  any  rope  of  which  the  purchale  is 
created. 

To  come  up  the  Capstern,  is  to  let  go  the  rope  upon  which  they  had 
been  heaving.  See  the  French  term  Cabestan,  and  the  phrafes  annexed 
thereto. 

To  pawl  the  Capstern,  is  to  fix  the  pawls  to  prevent  it  from  recoiling 
during  any  paufe  of  heaving. 

CAPTAIN  of  aJJ.np  of  'U-ar,  (capitaine  du  haut  bord,  Fr.)  the  officer  who 
commands  a  fliip  of  the  line  of  battle,  or  a  frigate  carrying  twenty  or  more 
cannon.  The  charge  of  a  captain  in  his  Majefty's  navy  is  very  compre- 
henfive,  inalmuch  as  he  is  not  only  anfwerable  for  any  bad  conduft  in 

the 


CAP  CAP 

the  military  government,  navigation,  and  equipment  of  the  fliip  he  com- 
mands ;  but  alfo  for  any  negleél  of  duty,  or  ill  management  in  his  infe- 
rior officers,  whofe  lèverai  charges  he  is  appointed  to  luperintend  and  re- 
gulate. 

On  his  firll  receiving  information  of  the  condition  and  quality  of  the 
fhip  he  is  appointed  to  command,  he  muft  attend  her  conftantly,  and  haften 
the  necefliiry  preparations  to  fit  her  for  fea.  So  ftrift  indeed  are  the  in- 
jundions  laid  on  him  by  the  lord  high  admir.i!,  or  coiiimifTioners  of  the 
admiralty,  that  he  is  forbid  to  lie  out  of  h:s  ihip,  from  his  arrival  on  board, 
till  the  day  of  his  di;charge,  unlefs  by  particular  leave  from  the  admiralty, 
or  his  commander  in  chief. 

He  is  enjoined  to  fhcw  a  laudable  example  of  honour  and  virtue  to  the 
officers  and  men,  and  to  difcountenance  all  diflblute,  immoral,  and  difor- 
derly  practices,  and  fuch  as  are  contrary  to  the  rules  of  difcipline  and  fu- 
bordination,  as  well  as  to  correct  thofe  who  are  guilty  of  fuch  offences,  as 
are  puniiliable  according  to  the  ufage  of  the  fea. 

He  is  ordered  particularly  to  lurvey  all  the  military  (lores  which  are 
fent  on  board,  and  to  return  whatlbevcr  is  deemed  unfit  for  fervice.  His 
diligence  and  application  are  required  to  procure  his  complement  of  men  •, 
obferving  carefully  to  enter  only  fuch  as  are  fit  for  the  ncceffary  duty,  that 
the  government  may  not  be  put  to  improper  expence.  When  his  ffiip  is 
fully  manned,  he  is  expefted  to  keep  the  ellabliflied  number  of  men  com- 
plete, and  luperintend  the  muiler  hinifelf,  if  there  is  no  clerk  of  the  check 
at  the  port. 

When  his  fhip  is  employed  on  a  cruifing  dation,  he  is  expefled  to  keep 
the  fea  the  whole  length  of  time  previoully  appointed  -,  but  if  he  is  com- 
pelled by  fome  unexpected  accident  to  return  to  port  fooner  than  the  li- 
mited time,  he  ouglu  to  be  very  cautious  in  the  choice  of  a  good  fituation 
for  anchoring,  ordering  the  mailer,  or  other  careful  officers,  to  found,  and 
difcover  the  depths  of  water,  and  dangers  of  the  coaft. 

Previous  to  any  poffibility  of  engagement  with  an  enemy,  he  is  to 
quarter  the  officers  and  men  to  the  neceffary  ftations  according  to  their 
office  or  abilities,  and  to  ex«rcife  them  in  the  management  of  the  artil- 
lery, that  they  may  be  more  expert  in  the  time  of  battle.  See  the  articles 
Exercise  and  Quarters. 

His  dation  in  an  engagement  is  on  the  quarter-deck  -,  at  which  time  he 
is  expected  to  take  all  opportunities  of  annoying  his  enemy,  and  improving 
every  advantage  over  him  -,  to  exhibit  an  example  of  courage  and  fortitude 
10  his  officers  and  crew-,  and  to  place  his  fliip  oppofite  to  his  adverfary 
in  fuch  a  pofition  as  that  every  cannon  fliall  do  effectual  execution.  See 
Kncacement. 

At  the  time  of  his  arrival  in  port  after  his  return  from  abroad,  he  is 
to  alfemble  his  officers,  and  draw  up  a  detail  of  the  obfervations  that 
have  been  made  during  the  voyage  ;  of  the  qualities  of  the  fliip,  as  to 
her  trim,  ballaft,  Itowage,  and  manner  of  failing,  for  the  information 
and  diredion  ot  thofe  who  may  fuccced  in  command  :   and  this  account 

is 


CAR  CAS 

h  to  be  figncd  by  himfelf  and  officers,  and  to  be  returned  to  the  refident 
Commiffioner  of  the  navy  at  the  port  where  the  fliip  is  dilVharged. 

CAREENING,  (faire  abattre,  caririer^rr.)  the  operation  of  heaving  the 
fhip  down  on  one  fide,  by  the  application  of  a  ftrong  piirchak  to  her  inafts, 
which  are  properly  fupported  for  the  occafion,  to  prevent  them  from  break- 
ing with  fo  great  a  ftrain. 

Careening  is  iifed  to  heave  one  of  the  fliip's  fides  fo  low  in  the  water, 
as  that  her  bottom,  being  elevated  above  it's  fnrface  on  the  other  fide, 
(See  pLue  I.  fig.  5.)  may  be  cleanfed  from  any  filth,  which  adheres  to  it, 
by  Breaming  ;  which  fee. 

When  a  fliip  is  laid  on  a  careen,  every  thing  is  taken  out  of  her  :  fhe 
is  alfo  laid  to  careen  when  inclining  to  one  fide  at  fea,  as  prefil-d  with  a 
weight  of  fail. 

CARGO,  (chargement,  Fr.)  the  whole  lading,  or  quantity  of  whatever 
fpecies  of  merchandife  a  fhip  is  freighted  with,  in  order  to  proceed  from 
port  to  port. 

CARLINGS,  (entremifeSy  Fr.)  fliort  pieces  of  timber  ranging  fore  and 
aft,  from  one  of  the  deck  beams  to  another,  into  which  their  ends  are 
fcored  :  they  are  ufed  to  fuftain  and  fortify  the  fmaller  beams  of  the  fliip, 
and  are  exhibited  in  the  Deck,  plate  III. 

CARPENTER  cf  c.  fiip,  (charpentier,  Fr.)  an  officer  appointed  to  ex- 
amine and  keep  in  order  the  frame  of  the  fhip,  together  with  her  mafts, 
yards,  boats,  and  all  other  wooden  machinery,  and  flores  committed  to  him 
by  indenture  from  the  furveyor  of  the  dock-yard. 

It  is  his  duty  in  particular  to  keep  the  fhip  tight  ;  for  which  purpofe  he 
ought  frequently  to  review  the  decks  and  fides,  and  to  caulk  them  when 
it  is  found  necelTary.  In  the  time  of  battle  he  is  to  examine  up  and  down, 
with  all  pofTible  attention,  in  the  lower  apartments  of  the  fhip,  to  flop  any 
holes  that  may  have  been  made  in  the  fides  by  fhot,  with  wooden  plugs 
provided,  of  feveral  fizes,  for  that  purpofe. 

CARTEL,  (cartel,  Fr.)  a  fnip  commiffioned  in  time  of  war  to  exchange 
the  prifoners  of  any  two  hoftile  powers  -,  alfo  to  carry  any  particular  requefl 
or  propofal  from  one  to  another  :  for  this  reafon  the  officer  who  commands 
her  is  particularly  ordered  to  carry  no  cargo,  ammunition,  or  implements 
of  war,  except  a  fingle  gun  for  the  purpole  of  firing  fignals. 

CARTRIDGE,  (cariouch,  Fr.)  a  cartridge  for  a  great  gun,  or  other 
fire-arm. 

Cartridge-box,  (bandoulière,  Fr.)  for  mufquetry. 

CAST  AWAY,  the  ttate  of  a  fhip  which  is  loft  or  wrecked  on  a  lee- 
fhore,  bank,  or  fhallow. 

CASTING,  (abattre,  Fr.)  in  navigation,  the  motion  of  falling  off,  fo 
as  to  bring  the  direétion  of  the  wind  on  either  fide  of  the  fliip  after  it  had 
blown  for  ibme  time  right  a-head. 

This  term  is  particularly  applied  to  a  fhip  when  her  anchor  firfl  loofens 
from  the  ground,  when  fhe  is  about  to  depart  from  any  place  where  fhe 
had  anchored  -,  and  as  fhe  had  probably  reiled  at  anchor  with  her  head  to 
windward,  it  is  plain  fhe  muft  turn  it  off,  fo  as  to  fill  the  fails  before  fhe 
can  advance  in  her  courle,  which  operation  is  called  cafling. 

Hence 


CAT  C     E     N 

Hence  flie  is  faid  to  cafl  the  right  way,  or  the  wrong  way.  Sec 
Trim. 

CAT,  (chatte,  Fr.)  a  (hip  employed  in  thç  coal  trade,  formed  from  thé 
Norwegian  model.  It  is  diltinguilhed  by  a  narrow  Hern,  projetSling  quar- 
ters, a  deep  --ji-aift,  and  by  having  no  ornamental  figure  on  the  prow. 

Theie  veflcls  are  generally  built  remarkably  ftrong,  and  carry  from  four 
to  fix  hundred  tons  -,  or,  in  the  language  of  their  own  mariners,  from  twenty 
to  tliirty  keds  of  coals. 

Cat,  (capon,  Fr.)  is  alfo  a  fort  of  ftrong  tackle,  or  complication  of  pul- 
lies,  to  hook  and  draw  the  anchor  perpendicularly  up  to  the  cat-bead.  The 
ule  of  this  machine  is  reprefented  in  plate  II.  fig.  14. 

CATAMARAN,  (catimaron,  Fr.)  a  fort  of  raft  or  float,  formed  by  the 
faftening  a  number  of  poles  to  each  other  fideways,  and  laying  boards, 
planks,  &c.  on  the  top,  fo  as  to  convey  goods  or  paflcngers  to  fome  diftant 
place  by  water  when  no  boat  can  be  procured.  This,  however,  can  only 
be  peformed  wlien  the  furface  of  the  water  is  not  much  agitated. 

CAT-HARPINS,  a  purchafe  of  ropes  employed  to  brace  in  the  fljroitdi 
of  the  lower  mafts  behind  tlieir  yards,  for  the  double  purpofe  of  making 
the  fhrouds  more  tight,  and  of  affording  room  to  draw  the  yards  in  more 
obliquely,  to  /;//;;  the  fails  for  a  fidc-wind,  when  they  are  faid  to  be  clofe- 
hauled. 

CAT-HEADS,  (Icffoirs,  Fr.)  two  ftrong  fliort  beams  of  timber,  which 
projed  almoft  horizontally  over  the  ftiip's  bows,  on  each  fide  of  the  bow- 
fprit,  being  like  two  radii  which  extend  from  a  center  taken  in  the  direc- 
tion of  the  bow-fprit. 

That  part  of  the  cat-head  which  refts  upon  the  fore-caftle  is  fecurely 
bolted  to  the  beams  :  the  other  part  projefls  like  a  crane,  as  above  dcfcribcd, 
and  carries  in  it's  extremity  two  or  three  fmall  wheels,  or  JJjcaves,  of  brafs, 
or  ftrong  wood,  about  which  a  rope  called  the  cat-fall  paflcs,  and  communi- 
cates with  the  cat-block,  which  alfo  contains  three  flicaves.  The  machine 
formed  by  this  combination  of  pullies  is  called  the  cat,  which  ferves  to  pull 
the  anchor  up  to  the  cat-head  without  tearing  the  ftiip's  fide  with  it's  flukes. 

The  cat-head  alfo  ferves  to  fuipend  the  anchor  clear  of  the  bow,  when  it 
is  neceflary  to  let  it  go  :  it  is  kipported  by  a  fort  of  knee,  which  is  gene- 
rally ornamented  with  fculpture. 

The  cat-block  is  fitted  with  a  large  and  ftrong  hook,  which  catches  the 
ring  of  the  anchor  when  it  is  to  be  drawn  up.  See  a  reprefentation  of  this 
article,  plate  II.  fig.  14. 

CATS-PAW,  (echars,  Fr.)  a  light  air  of  wind  perceived  at  a  diftance 
in  a  calm,  by  the  impreffion  made  on  the  furface  of  the  lea,  which  it  fwecps 
very  lightly,  and  then  decays. 

CAULKING.     See  the  article  Calking. 

CEILING,  the  infide  planks  of  a  fliip.     See  Foot-waleing, 

CENTER  of  a  Fleet,  or  Squadron,  (corps  de  bataille,  Fr.)  the  middle 
of  the  line,  which  is  always  the  itation  of  the  admiral  or  commander  in 
chief,  and  ought  to  be  the  ftrongeft  proportionably,  as  it  reaches  from  tlie 
van  and  rear.     See  Lin£  of  Battle. 

5  ^^ 


C     H     A  C     H     A 

To  CHAFE,  (racquer,  Fr.)  is  to  rub  orfrtt  the  furface  of  a  cable,  maft, 
or  y«^rd,  whilrt  the  fliip  is  agitated  by  the  motion  of  the  fea,  or  othcrwife. 

CHAIN-PUMP.     See  the  article  Pump. 

CHAINS,  (cûdenes,  Fr.)  ftrong  links  or  plates  of  iron,  the  lower  ends 
of  which  are  bolted  through  the  fliip's  fide  to  the  timbers. 

They  are  placed  at  fhort  diftances  from  each  other  on  thefhip's  out-fide, 
as  being  ufed  to  contain  the  blocks  called  decd-eycs,  by  which  the  Jhycifds 
of  the  mafts  are  extended.  The  difpofition  of  the  chains,  and  that  of  their 
channels,  is  reprefented  by  the  letters  I,  I,  in  the  plane  of  Elevation, 
plate  I.  as  alfo  by  fig.  i6.  plate  II. 

CHAIN-SHOT,  a  particular  kind  of  (hot  formed  by  faftening  two 
cannon-balls  together  with  a  fliort  chain,  and  defigned  to  mangle  and  ruin 
a  Ihip's  fails  and  rigging,  or  to  dcllroy  her  mafts  and  yards.     See  Shot. 

Top  CHAIN,  a  chain  to  fling  the  fail-yards  in  the  time  of  battle,  in  order 
to  prevent  them  from  falling  down  when  the  ropes,  by  which  they  are  hung, 
happen  to  be  fliot  away,  or  rendered  incapable  of  fervice. 

CHAIN-WALE.     See  Channel. 

CHANNEL,  (?!iû?iche,  Fr.)  in  hydrography,  the  deepeft  part  of  a  river, 
harbour,  or  ftreight,  which  is  moft  convenient  for  the  track  of  (hipping. 

CHANNELS,  or  Chain-Wales  of  a  Jhip,  (forte-boffoirs,  Fr.)  broad 
aiid  thick  planks  projefting  horizontally  from  the  fhip's  out-fide,  a-breaft 
of,  and  fomewhat  behind,  tlie  mafts.     See  plate  II.  fig.  i6. 

They  are  formed  to  extend  the  flirouds  from  each  other,  and  from  the 
axis  or  middle  line  of  the  fliip,  fo  as  to  give  a  greater  fecurity  and  fup- 
port  to  the  mafts,  as  well  as  to  prevent  the  flirouds  from  damaging  the 
gun-wale,  or  being  hurt  by  rubbing  againft  it.     See  alfo  Shroud. 

Every  maft  has  it's  chain-wales,  which  are  either  built  above  or  below 
the  fécond  deck-ports  in  a  fliip  of  the  line  :  they  are  ftrongly  connefted  to 
the  fide  by  knees,  bolts,  and  ftandards,  befides  being  confined  thereto  by 
the  chains,  whofe  upper  ends  pafs  through  notches  on  the  outer  edge  of 
the  chain-wales,  fo  as  to  unite  with  the  flirouds  above. 

CHAPELING  a  Jhip,  (faire  chapelle,  Fr.)  the  aft  of  turning  her  round 
in  a  light  breeze  of  wind  when  flic  is  clofe-hauled,  lo  as  that  (he  will  lie 
the  fame  way  (he  did  before.  This  is  commonly  occafioned  by  the  negli- 
gence of  the  fteerfman,  or  by  a  fudden  change  of  the  wind. 

CHARGE  of  a  caiinoii.     See  the  article  Cannon. 

CHART,  (charta,  Lat.)  a  marine  map  or  draught,  upon  which  are  repre- 
lented  the  coafts,  ifles,  banks,  rocks,  and  dangers  of  the  lea,  together  with 
the  rhombs  of  the  wind,  and  the  entrance  of  bays  and  rivers,  whereby  to 
ftiape  and  regulate  the  various  courles  of  a  (hip  in  her  voyage. 

CHARTER-PARTY,  (chartc-partie,  Fr.)  a  deed  or  writing  made  be- 
tween merchants  and  lea-faring  men,  concerning  their  merchandife  and 
maritime  aflfairs. 

A  charter-party  of  affreightment  fettles  the  agreement  in  relation  to  the 
freight  and  cargo  of  a  (hip  between  the  merchant  and  mafl:er,  or  coin- 
mander  of  the  vefllel.  It  binds  the  mafter  to  deliver  the  cargo  in  good 
condition  at  the  place  where  his  fhip  is  to  be  difcharged,  &:c. 

5  I" 


C     H     A  C     L     A 

In  thofe  charter-parties,  if  the  dangers  of  the  fea  arc  excepted,  it  has 
been  adjudged  that  fiich  exception  extends  as  well  to  any  danger  upon 
fea  from  iliips  of  war  or  pirates,  as  to  common  hazards  by  fliipwreck, 
Xempefts,  &c. 

CHyYCE,  a  vefTcl  purfued  by  foine  other,  wliich  flie  apprehends  or 
'knows  to  be  an  enemy. 

Bow  Chace,  a  cannon  fituated  in  the  fore-part  of  a  fliip  to  fire  upon  any 
object  a-head  of  her. 

Stern  Chace,  the  cannons  which  are  placed  in  the  after-part  of  a  fliip's 
gun-room,  pointing  a-ftern,  and  intended  to  ftrike  any  fhip  which  chafes 
lier,  or  other  objeift  in  her  rear. 

CHASING,  the  aft  of  purfuing  a  fliip  or  fleet,  fuppofed  or  known  to 
be  hoftile.  The  admiral  difplayed  the  fignal  for  a  general  chace,  i.  e.  oravc 
the  alarm  to  the  whole  fleet  or  fquadron  to  purfue  fome  other  fleet  in 
fight. 

CHEARLY,  a  phrafe  which  ufually  implies  heartily,  chearfully,  or 
quickly,  as  row  chearly  in  the  boats  !  lower  away  chearly  !  i.  e.  row  heartily, 
lower  fpcedily,  &c. 

CHEEKS  of  the  maft^  (jottereaux.  Fr.)  the  faces  or  projecting  parts  on 
each  fide  of  the  mafl:s,  ufed  to  fuflrain  the  frame  of  the  top,  together  with 
•the  top-maft,  which  refts  immediately  upon  them. 

CHES-TREES,  (taquets  d'amure,  Fr.)  two  pieces  of  wood  bolted  per- 
pendicularly, one  on  the  {larboard,  and  the  other  on  the  larboard  fide  of 
the  fliip.  They  are  ufed  to  confine  tiie  clue,  or  lower  corners  of  the  main- 
fail  ;  for  which  purpofe  there  is  a  hole  in  the  upper  part  through  which  the 
rope  pafles  that  ufually  extends  the  clue  of  the  fail  to  windward.  See  the 
article  Tack. 

The  ches-trees  are  commonly  placed  as  far  before  the  main-maft  as  the 
length  of  the  main-beam. 

Clerk  of  the  CHECK,  an  officer  in  the  royal  dock-yards,  who  keeps  a 
inufi:er  or  rcgifi:er  of  all  the  men  employed  aboard  his  Majefly's  fliips  and 
veflels,  and  alfo  of  all  the  artificers  and  others  in  the  fervice  of  the  navy  at 
the  port  where  he  is  fettled. 

^0  CHINSE,  is  to  thruit  oakum  into  a  feam  or  chink  with  the  point  of 
a  knife  or  chiilel.  Zhis  is  chiefly  ufed  as  a  temporary  expedient  when 
caulking  cannot  be  fufely  or  conveniently  performed. 

CHOCK,  a  fort  of  wedge  ufed  to  confine  a  cp.lk  or  otiier  weighty  body, 
in  a  certain  place,  and  to  prevent  it  from  fetching  way  when  the  fliip  is 
in  motion,  &c. 

CLAMPS,  (I/(iuqtiicrcs,  Fr.)  thick  planks  in  a  fliip's  fide,  ufed  to  fuf- 
tain  the  ends  of  the  beams.     See  the  article  Midship-frame. 

The  clamps  extend  from  the  flrem  to  the  fafliion-pieces  of  the  ftern,  in- 
cluding the  whole  interior  range  of  the  fide.  They  are  placed  clofe  under 
each  deck  fo  as  to  be  fecurely  fayed  to  all  the  timbers,  to  which  they  are 
fattened  by  nails  driven  through  the  clamp,  and  penetrating  two-thirds  of 
the  thicknefs  of  the  timbers. 

M  The 


C     L     A  C     L     O 

The  clamps  of  tlie  lower  and  fécond  decks  ought  to  be  equal  in  thicknefs 
to  half  the  correfpondiiig  timbers  in  that  part,  and  as  broad  as  can  be  pro- 
cured. In  their  difpofition  it  is  eflentially  neceflTary  to  avoid  their  being 
wounded  by  tiie  ports,  as  the  ftrcngth  and  firmnefs  of  a  ûi'ip  greatly  de- 
pend on  the  fubllance  and  folidity  of  thofe  pieces  whicli  lie  horizontally  in 
her  frame. 

Clamps  are  alfo  fmall  crooked  plates  of  iron,  fore-locked  upon  the 
trunnions  of  the  cannon,  to  keep  them  fteady  in  their  carriages  at  fea. 
Thefe,  however,  are  more  properly  termed  cap-fquares.     See  Cannon. 

Clamps  of  the  latter  fort  arc  likcwife  frequently  ufed  to  fallen  the  mafts 
or  bowfprits  of  fmall  veflcls  or  boats. 

CLAWING,  or  CL.'VWING-OFF,  f^Mv.wr,  Fr.)  in  navigation,  the 
ad:  of  beating,  or  turning,  to  windward  from  a  lee-lliorc,  fo  as  to  acquire  a 
lufficicnt  diltance  from  it,  to  efcape  the  dangers  of  fliipwrcck,  which  often 
attend  fo  hazardous  a  Htuation. 

CLEAR,  as  a  naval  term,  is  varioully  applied  to  the  weather,  the  fea- 
coafts,  cordage,  navigation,  &c.  The  weather  is  faid  to  be  clear  (fn,  Fr.) 
when  it  is  fair  and  open,  as  oppofed  to  cloudy  or  foggy. 

The  fca-coad  is  called  clear  (faine,  Fr.)  when  the  navigation  is  not  in- 
terrupted, or  rendered  dangerous  by  rocks,  fands,  or  breakers,  Sec. 

It  is  exprtdcd  of  cordage,  cables,  &c.  when  they  are  uncmbarrafled  op 
difentangled  fo  as  to  be  ready  for  immediate  fervice.  It  is  ulually  oppofed 
to  foul,  in  all  thofe  fenfes. 

CLEATS,  (taquets,  Fr.)  pieces  of  wood  of  different  fhapes,  ufed  oc- 
cafionaily  to  faften  ropes  upon  in  a  fliip  :  fome  of  them  have  one,  and 
fome  two  arms,  fig.  17.  a,  plate  II.  others  are  hollowed  in  the  middle,  and 
have  no  arms  at  all,  fig.  17.  b  :  thefe  are  nailed  to  the  deck  or  frdes  to 
laiten  any  thing  to. 

CLINCH,  that  part  of  a  cable,  or  other  rope,  which  is  faftened  to  the 
ring  of  the  anchor. 

CLINCHER-WORK,  (bordée  à  quoin,  Fr.)  the  difpofition  of  the  planks 
in  the  fide  of  any  boat  or  vefilil,  wlien  the  lower  edge  of  every  plank  over- 
lays the  next  under  it,  like  the  flates  on  the  top  of  a  houfe. 

CLOSE-HAULED,  (au  plus  près,  Fr.)  in  navigation,  the  general  ar- 
rangement, or  trim,  of  a  fhip's  fails,  when  fhe  endeavours  to  make  a  pro- 
grefs  in  the  neareft  dircftion  poffiblc  towards  that  point  of  the  compafs  from 
which  the  wind  bloweth. 

In  this  manner  of  failing  the  keel  commonly  makes  an  angle  of  fix  points 
with  the  line  of  the  wind  -,  but  floops,  and  ibme  other  fmall  veflels,  are 
faid  to  fail  almoft  a  point  nearer.  All  vefil'ls,  however,  are  fuppofed  to 
make  nearly  a  point  oi  lee-''j^ay,  when  clofe-hauled,  even  when  they  have  the 
advantage  of  a  gocd  failing-breeze  and  fmooth  water.  The  angle  of  lee-way, 
however,  enlarges  in  proportion  to  the  increafe  of  the  wind  and  fea. 

In  this  difpofition  of  the  fails,  they  are  all  extended  fideways  on  the  iliip, 

fo  that  the  wind,  as  it  crofies  the  fiiip  obliquely  towards  the  ftern  from 

forwards,  may  fill  their  cavities.     But  as  the  current  of  wind  alfo  enters 

the  cavities  of  the  fails,  in  an  oblique  direûion,  the  efix)rt  of  it,  to  make 

5  the 


C     L     O  C     O     A 

the  fliip  advance,  is  conlidcrably  diminilhed  :   flie  will,  therefore,  make  the 
Icall  progrefs  when  failing  in  this  manner. 

The  fiiip  is  faid  to  be  clofe-haiiled,  becaufe  at  this  time  her  tacks,  or 
lower  corners  of  the  principal  fails,  are  drawn  dole  down  to  her  fide  to 
windward  ;  tiic  Ilieets  hauled  dole  aft  ;  and  all  the  bow-lines  drawn  to 
their  greateft  extenfion,  in  order  to  keep  the  fails  fteady. 

CLOSE-QUARTERS,  certain  ftrong  barriers  of  wood  ilretching  acrofs 
a  merchaiit-fiiip  in  fcveral  places.  They  are  ufed  as  a  place  of  retreat 
when  a  fhip  is  boarded  by  her  adverfary,  and  arc  therefore  fitted  with 
feveral  fmall  loop-holes,  through  which  to  fire  the  fmall  arms,  whereby  the 
fhip's  crew  may  defend  themfelves  and  annoy  the  enemy.  They  are  like- 
wife  furniflied  with  feveral  fmall  caiflbns,  called  powder-chefts,  which  are 
fixed  upon  the  deck,  and  filled  with  powder,  old  nails,  &c.  and  may  be 
fired  at  any  time  from  the  clofe-quarters,  upon  the  boarders. 

We  have  known  an  Englifh  merchant-lhip,  ot  fixteen  guns,  and  pro- 
perly fitted  with  clofe-quarters,  defeat  the  united  efforts  of  three  French 
privateers  who  boarded  her  in  the  late  war,  after  having  engaged  at  ibme 
diitance  nearly  a  day  and  a  half  with  very  few  intervals  of  rdV.  Two  of 
the  cruifcrs  were  equipped  with  twelve  guns  each,  and  the  other  with  eight. 
The  French  failors  were,  after  boardmg,  fo  mucl\  expoled  to  the  con- 
tinued fire  of  mufquetry,  and  coehorns  charged  with  granadoes,  that  a 
dreadful  fcene  of  carnage  enfued,  in  which  the  decks  were  foon  covered  with 
the  dead  bodies  of  the  enemy,  lèverai  of  which  the  boarders,  in  their  hurry 
toefcape,  had  left  behind. 

ChVE.cfaJail,  (point,  Fr.)  the  lower  corner  ;  and  hence 
Clue-G.\rnets,  (cargues  peint,  Fr.)  are  a  fort  of  tackles  faftened  to  the 
clues,  or  lower  corners  of  the  mainfail  and  forefail,  to  truls  them  up  to  the 
yard  as  occafion  requires,  which  is  ulually  termed  clucing-up  the  fails. 

Clue-Lines  are  for  the  fame  purpofe  as  clue-garnets,  only  that  the  lat- 
ter are  confined  to  the  courfes,  whereas  the  cUie-lines  are  common  to  all  the 
fquare-fails.     See  thefe  ropes,  as  reprefented  in  the  article  Sail. 

COACH,  or  COUCH,  a  fort  of  chamber  or  apartment  in  a  large  fliip 
of  war  near  ihcjiern.  The  fioor  of  it  is  form.ed  by  the  aftmoft  part  of  the 
quarter-deck,  antl  the  roof  of  it  by  the  poop  :  it  is  generally  the  habitation 
of  the  caotain. 

COAMINGS  of  the  latches,  certain  raifed  borders  about  the  edge  of 
the  hatches  of  a  fliip,  to  prevent  the  water  which  may  flow  in  upon  the 
deck  at  fea,  from  running  down  into  the  lower  apartments.  They  are 
reprefented  in  the  Deck,  plate  III.  as  enclofing  their  relpedtive  hatch- 
ways. 

COASTING,  (aller  terre  à  terre,  Fr.)  in  navigation,  the  aft  of  making 
a  progrels  along  the  fca-coaft  of  any  country.  The  principal  articles 
relating  to  this  part  of  navigation  are,  the  obferving  the  time  and  direction 
of  the  tide  ;  knowledge  of  the  reigning  winds  -,  of  the  roads  and  havens  j 
of  the  dilfercnt  de{)ths  of  tlie  water,  and  qualities  of  the  ground. 

M  2  COASTING- 


C     O     A  C     O     I 

COASTING-PILOT,  (cotier,  Fr.)  a  pilot,  who  by  long  experience  Ras 
become  fufficiently  acquainted  with  the  nature  of  any  particular  coafl-,  and 
of  the  requifites  mentioned  in  the  preceding  article,  to  conduifl  a  fliip  or 
fleet  from  one  part  of  it  to  another. 

COAT,  (braye,  Fr.)  a  piece  of  tarred  canvas  nailed  round  that  part  of 
the  mafts  and  bowfprit  which  joins  to  the  deck,  or  lies  over  the  Item  of 
a  fhip.  It  is  ufed  to  prevent  the  water  from  running  down  into  the  hold,  or 
between  the  decks. 

Bcfidcs  thole  above  mentioned,  there  is  a  coat  for  the  rudder  nailed 
round  the  hole  where  the  rudder  traverl'es  in  the  fliip's  counter.  This 
hole  is  reprefented  at  the  upper  part  of  the  ftern-poft,  exliibited  in. 
plate  X. 

Coat,  (fuage^  Fr.)  alto  implies  the  materials  or_/??/jf  with  which  the  fliip's 
fides  or  marts  are  varnifined,  to  prelerve  them  from  the  fun  and  weather, 
as  turpentine,  tar,  &c.  In  this  fenie  we  fay,  "  Give  her  a  good  coat  of 
lar." 

COBBING,  a  punifhment  ibmetimes  inflided  at  Tea.  It  is  performed  by 
ftriking  the  offender  a  certain  number  of  times  on  the  breech  with  a  flat 
piece  of  wood  called  the  cobbing-board.  It  is  chiefly  ufed  as  a  punifh- 
ment to  thofe  who  quit  their  ftation  during  the  period  of  the  night- 
watch. 

CoBBiN'G-BoARD,   {haton  dejujljce,  Fr.) 

COBOOSE,  (fogone,  Fr.  kanibiiis,  Dutch)  a  fort  of  box  or  houfe  to 
cover  the  chimney  of  fome  merchant-fhips.  It  fomewhat  refembles  a 
centry-box,  and  generally  ftands  againft  the  barricade  on  the  fore  pare  oî 
the  quarter-deck. 

COCK-PIT  of  a  Jhip  of  ivm;  the  apartments  of  the  furgeon  and  his. 
mates,  being  the  place  where  the  wounded  men  are  drefîèd  in  the  time  of 
battle,  or  otherwife.     It  is  fituated  under  the  lower-deck. 

COCKSWAIN,  or  COXEN,  the  officer  who  manages  and  fteers  a 
boat,  and  has  the  command  of  the  boat's  crew.  It  is  evidently  com- 
pounded of  the  words  cork  and  fwain,  tlie  former  of  which  was  anciently 
ufed  for  a  yawl  or  fmall  boat,  as  appears  by  lèverai  authors  *  ;  but  it  has 
now  become  obfolete,  and  is  never  ufed  by  our  mariners. 

COD-PISHER,  (caplaiiier,  Fr.)  name  of  a  veflel  employed  to  cure  cod;, 
alfo  the  men  appointed  for  that  fervice. 

COIL,  (cueillir,  Fr.)  the  manner  in  wliich  all  ropes  are  difpofcd  aboard 
fhips  for  the  conveniency  of  ftowage  -,  bccaufe 

COILING,  (rouer,  Fr.)  implies  a  fort  of  ferpentine  winding  of  a  cable 
or  other  rope,  that  it  may  occupy  a  fmall  fpace  in  the  fliip.  Eath  of  the 
windino^s  of  this  fort  is  called  a  fake,  and  one  range  of  fakes  upon  the 
fame  line  is  called  a  tier  ;  there  are  generally  from  five  to  feven  fakes  in. 
i  tier  ;  and  three  or  four  tiers  in  the  whole  length  of  the  cable.     This, 

■•  Yon  tall  anchoring  bark 

Diminifli'd  to  her  cock  ;  her  cock  a  buoy,  Src. 

Shakespeare, 

b-owever. 


COL  COM 

however,  depends  on  the  extent  of  the  fakes.  The  fmaller  ropes  employed 
about  the  fails  are  coiled  upon  cleats  at  fea,  to  prevent  their  being  en- 
tangled amongft  one  another  in  traverfing,  contradting,  or  extending  the 
fails. 

COLLAR  (collier  d'ctai,  Fr.)  a  name  given  to  the  lower  part  of  any  of 
the  principal  ftays  of  the  malts,  or  the  part  by  wliich  the  ftay  is  confined  at 
it's  lower  end.  Thus  the  collar  of  the  main-ftay  connects  the  lower  end  of 
the  ftay  to  the  fliip's  ftem.     See  the  article  Stav. 

COLLIF.RS,  certain  veflels  employed  to  carry  coals  from  one  port  to 
another,  chiefly  from  tiie  northern  parts  of  England  to  the  capital,  and 
more  foutherly  parts,  as  well  as  to  foreign  markets.  This  trade  is  known 
to  be  an  excellent  nurfery  for  feamen,  although  they  are  often  found,  from 
the  conftitution  of  their  climate,  to  be  not  fo  well  calculated  for  fouthern 
navigation. 

COLOURS,  the  flags  or  banners  which  diftinguifh  the  fliips  of  different 
nations.     See  the  articles  Ensign,  Jack.,  and  Pendent. 

COMING-TO.     See  the  article  Trying. 

COMMAND,  in  the  royal  navy,  implies  the  rank  and  power  of  an- 
officer  who  has  the  management  of  a  fliip  of  war,  of  whatever  kind, 
under  twenty  guns,  as  floops  of  war,  armed  lliips,  or  bomb-vefllls.  He  is 
intitled  majler  and  commander,  (cnpitaiiie  du  petit  état,  Fr.)  and  ranks  with  a 
major  in  the  King's  army. 

Commander  is  alfo  exprefl'ed  of  a  large  wooden  mallet  ufcd  on  fundry 
cccafions  in  a  fliip. 

COMMISSIONERS  of  the  navy,  certain  officers  appointed  to  fuperin- 
tend  the  affairs  of  the  marine,  under  the  diredion  of  the  lord-high-admiral, 
or  lords  commiffioners  of  the  admiralty. 

The  duty  of  thefe  officers  does  not  extend  to  the  internal  government  of 
fhips  inverted  with  a  military  command,  either  at  fea  or  in  the  port.  It 
is  more  immediately  concerned  in  the  building,,  docking,  repairing,  and 
cleaning  of  fliips  in  the  dock-yards.  In  confideration  of  this,  all  fliips  of 
war  are  commiflloned  from  a  report  of  their  qualities  preiented  to  the  Ad- 
miralty by  the  Navy-board. 

They  have  alfo  the  appointment  of  fomc  of  the  inferior  fea-officers,  as 
furgeons  and  mafters  of  ihips. 

I'he  principal  officers  and  commiffioncrs  rcfiding  at  the  board,  are, 
I.  The  comptroler.  2.  Two  lurvcyors,  who  are  fliipwrights.  3.  Clerk 
of  the  ads.  4.  Comptroler  ot  the  treal'urer's  accounts.  5.  Comptroler 
of  the  viftualing  accounts.  6.  Comptroler  of  the  ftore-keepcr's  accounts. 
7.  An  extraordinary  commiffioner.  Befides  thefe,  there  are  three  refident 
commillioners,  who  manage  the  affairs  of  the  dock -yards  at  Chatham, 
Fortfmouth,  and  Plymouth,  under  the  diredtion  of  the  board  at  the  NaVy- 
office. 

COMMODORE,  (chef  d'efcadre,  Fr.)  a  general  officer  in   the  Brit'fli 

marine,  inveflied  with  the  command  of  a  detachment  of  (bips  of  war  deffi- 

ned  on  any  particular  cnterprife  -,  during  which  time  he  bears  the  rank  of 

brigadier-general    in    the    army,    and   is  diltinguiffied  from   the  inferior 

5  f^ips 


COM  COM 

Hiips  of  his  fquiKli-on  by  a  broad  red  pendent  tapering  towards  tl.c  outcr- 
t,iu,  ;;iid  roinctiiucs  I'orkcd.  The  word  is  corrupted  tVoai  the  Spanilh 
cowendûdor. 

Co^!.MODORr;  is  alfo  a  name  given  to  fome  fcleft  fnip  in  a  fleet  of  mer- 
chantmen, who  leads  the  van  in  time  of  war,  and  carries  a  light  in  liis 
top,  to  ccnduft  tlie  reft  and  keep  them  together. 

COMPANION,  a  fort  of  wooden  porch  placed  over  the  entrance  or 
ftair-cafe  of  tlie  mailer's  cabin  in  a  merchant-lhip. 

COMPANY,  the  whole  crew  of  any  fliip,  including  her  officers. 

COMPASS,  an  inllrument  employed  to  determine  the  Hiip's  coiirfe  at 
fea,  and  confilling  of  a  card  and  two  boxes.  The  card,  which  is  calculated 
to  reprcfent  the  horizon,  is  a  circle  divided  into  thirty-two  equal  parts,  by 
lines  drawn  from  the  center  to  the  circumference,  called  points  or  rhumbs. 
The  intervals  between  the  points  are  alfo  fubdivided  into  equal  parts  called 
degrees,  :56o  of  which  complete  the  circle  ;  and  confequently  the  diftance 
or  angle  comprehended  between  any  two  rhumbs  is  equal  to  1 1  °,  15'.  The 
four  principal  rhumbs  are  called  the  cardinal  points,  deriving  their  names 
from  the  places  to  which  thev  tend  -,  viz.  tlie  tv/o  which  extend  thcmfelves 
under  the  meridian,  oppolite  to  each  other,  pointing  to  the  north  and 
fouth,  are  called  the  norlh  and  foiuh  points.  That  which  is  towards  the 
right  hand  as  we  look  north  is  termed  eajl,  and  it's  oppofite  the  ivcji  point. 
The  names  of  all  the  inferior  ones  are  compounded  of  thefe,  according 
to  their  fituation.  Along  the  north  and  fouth  line  is  fixed  a  fteel  needle, 
which  being  touched  by  the  load-ftone  acquires  a  certain  virtue  that  makes 
it  hang  nearly  in  the  plane  of  the  meridian,  and  confequently  determine  the 
dire(5tion  of  the  other  points  toward  the  horizon. 

7"he  compafs  being  of  the  utmoft  importance  to  the  purpofes  of  na- 
vigation, it  is  realonable  to  expeét  that  the  greateft  attention  fhoiild 
be  ufed  in  it's  conftruclion,  and  every  attempt  to  improve  it  carefully 
examined,  and  adopted,  if  proper.  Great  errors  and  irregularities, 
however,  have  been  found  incident  to  the  conftruftion  of  common  com- 
pafics,  arifing  from  the  fliape  of  their  needles,  by  which  they  liave 
not  only  turned  from  the  true  direction,  but  from  that  of  each  other*. 

*  The  wires,  of  which  tlie  needle  has  hitherto  been  generally  compofcd,  were  only 
hardened  at  their  ends  ;  now  if  thofe  ends  .ire  not  eqi:ally  h.ird,  or  if  one  end  be  hardened 
up  higher  than  the  other,  when  they  come  to  be  put  together,  in  fixing  thcni  to  the  card, 
that  end  which  ii  hardell  will  dellrov  much  of  t!ie  virtue  of  the  other  ;  by  which  means  the 
hardell  end  will  have  the  greatell  power  in  dirctling  the  card,  and  confequently  make  it 
vary  towards  it's  own  direction  ;  and,  as  the  wires  are  difpofed  in  the  form  of  a  lozenge, 
thcie  cards  can  have  but  little  force  ;  fo  that  they  will  often,  wh.cn  drawn  afide.  Hand  at 
the  diftance  of  feveral  degrees  on  either  fide  the  point  from  whence  they  are  dr.iwn  ;  for  all 
magnetical  bodies  receive  an  additional  rtrength  by  being  placed  in  the  direftion  of  the 
earth's  niagnetifm,  and  aft  proportionably  lefs  vigoroufly  when  turned  out  of  it.  i'herefore 
when  thefe  kind  of  needles  arc  drawn  aiide  from  their  true  point,  two  of  the  parallel  fides 
of  the  lozenge  will  confpire  more  direftly  than  before  with  the  earth's  magnetii'm,  and  the 
other  two  will  be  lefs  in  that  direftion  :  by  this  means  the  two  former  fides  will  very  much 
impede  it's  return,  and  the  two  latter  will  have  that  impediment  to  overcome,  as  well  as 
the  friclion,  by  their  own  force  alone. 

To 


COM  COM 

To  remedy  thefe  inconviencies,  the  learned  Dr.  Knight  was  induced  to 
-contrive  a  new  fca-compafs,  wiiich  is  now  ufed  aboard  all  our  vcfTcls  of  war*. 
The  needles  of  the  other  inllruments  were  generally  compofed  of  two 
pieces  of  ftecl  wire,  bent  in  the  middle,  and  approaching  each  other  to- 
wards the  ends,  where  they  meet.  Others  were  made  of  one  piece  of  fteel 
of  a  fpring  temper,  and  broad  towards  the  ends,  but  tapering  towards  the 
m.iddle;  but  the  needle  in  Dr.  Knight's  compais  is  quite  ftrait,  and  fquare 
at  the  ends,  and  confequently  has  only  two  poles,  although  the  curves  are 
a  little  confuled  about  the  hole  in  the  middle.  Needles  of  this  conftruc- 
tion,  after  vibrating  a  long  time,  will  always  point  exaétly  in  the  fame  di- 
rcd'on  ;  and  if  drawn  ever  fo  little  on  one  fide  will  return  to  it  again, 
without  any  fenfible  difterencc. 

In  order  to  illuftrate  the  above  defcription,  we  have  exhibited  a  view  of 
the  lèverai  parrs  of  the  compais,  plate  II.  where  fig.  19.  is  the  card,  with 
the  needle  N  S,  and  it's  cap  fixed  upon  it. 

Fig.  21,  is  the  pedeftal  that  fupports  the  card,  containing  a  fewing 
needle  fixed  in  two  fmall  grooves  to  receive  it,  by  means  of  a  collet  C,  in 
the  manner  of  a  port-crayon.  D,  the  ftem,  is  filed  into  an  o6togon,  that' 
it  may  the  more  cafily  be  unfcrev/etl. 

A  B,  fig.  20.   is  the  box  in  which  tlie  compafs  hangs  in  tlie  binacle. 

C  D,  is  the  ring  that  fupports  the  inner  box. 

E  F,  is  the  inner  box,  whicii  contains  the  card  and  needle. 

G  H,  one  of  it's  axes,   by  which  it  is  fufpended  on  the  ring  C  D. 

I.   is  a  place  cut  out  in  the  wood,  ferving  as  an  handle. 

The  magnet  or  needle  appears  palling  through  the  center,  together  with 
a  fmall  brace  of  ivory  that  confines  the  cap  to  it's  place. 

The  card  is  a  fingle  varnifhed  paper,  reaching  as  far  as  the  outer  circle 
of  figures,  whicii  is  a  circle  of  thin  brafs  -,  the  edge  whereof  is  turned  down 
at  right  angles  to  the  plane  of  the  card,  in  order  to  ftifFen  it. 

The  compafs  is  retained  in  the  binacle  at  fcà,  as  exhibited  in  plate  I. 
fig.  6.  For  the  other  parts  of  the  compafs  reprefented  in  the  figure,  fee 
tlie  article  Azimuth. 

COIVIPASSING,  (devers,  ¥r.)  a  name  given  by  fliipwrights  to  fuch. 
pieces  of  timber  as  are  incurvated  into  the  figure  ot  an  arch,  whether  cin^ular, 
elliptical,  or  otherwife. 

COMPLEIVIENT,  the  limited  number  of  men  employed  in  any  (hip, 
either  for  navigation  or  battle. 

COMPrUOLl'.R  of  the  lîûiy,  one  of  the  principal  officers  of  the  Navy- 
boaril,  at  which  he  prcfides,  to  diree'l:  the  interior  and  civil  department  of 

*  It  is  neceflary  to  obfcrvc  here,  that  the  principal,  and  intlecd  the  only  circumflancc  in- 
which  Knight's  con^pafll-s  arc  fuperior  to  thofc  which  have  hitherto  obtaiiu-J,  is,  that  theic 
needles  being  tempered  much  liighcr  than  iifual,  are  thereby  enabled  to  contain  a  much 
greater  quantity  of  tlie  mngnctical  llrcam,  which  is  certainly  a  real  advaniagc.  lint,  on 
the  other  hand,  experience  fuflicicntly  proves,  and  truth  obliges  us  to  remark,  that  the 
method.',  he  has  taken  to  balance  the  card  with  more  .accuracy  than  had  been  formerly 
attempted,  have  rendered  it  by  far  too  delicate  to  encounter  the  Ihocks  of  a  tenipelluuus  ler.. 

the 


CON  COU 

the  mnrine,  as  tlie  admiralty  fupcrimends  the  fuperior  and  military  opera- 
tions of  it. 

CONVOY,  (confcwe,  corjcyn;  Fr.)  a  fleet  of  mcrchant-fliips  bound  on 
a  voyage  to  I'oine  particular  part  or  general  rendezvous. 

Convoy  alfo  implies  the  fhip  or  lliips  appointed  to  conduct  and  defend 
them  on  their  pafl'age  thither. 

CORDAGE,  (ccrdoge,  Fr.)  a  general  term  for  the  vvtnn'-.ng  rigging  of 
a  fhip,  or  all  that  part  of  her  rigging  which  is  employed  to  extend,  con- 
trad,  or  rravcrfc  the  fails  -,  or  which  lies  in  rcferve  to  ùipply  the  place  of 
fuch  as  may  be  rendered  unferviceable.     See  the  article  Rigging. 

CORPORAL  of  a  pip  of  zvar^  an  officer  under  the  mailer  at  arms, 
employed  to  teach  the  failors  the  cxercife  of  fmall  arms,  or  mufketry  -, 
to  attend  at  the  gangway,  or  entering-ports,  and  obferve  that  no  fpi- 
rituous  liquors  are  brought  into  the  lliip,  unlefs  by  particular  leave 
from  the  officers.  Fie  is  alio  to  extin^-uilh  the  fire  and  candles  at  ei^ht 
o'clock  in  winter,  and  nine  in  fummer,  when  tiie  evening  gun  is  fired  ; 
and  to  walk  frequently  down  in  the  lower  decks  in  his  watch,  to  fee 
that  tl  ere  are  no  lights  but  fuch  as  are  under  the  charge  of  proper 
centinels. 

CORPOSANT,  (fc-u  S(.  Eiwe,  Fr.  corpo  fanlo,  Ital.)  a  fort  of  volatile 
meteor,  or  ignis  fitttus,  often  beheld  in  a  dark  and  tempeftuous  niglit  about 
the  decks  or  rigging  of  a  fliip,  but  particularly  at  the  extremities,  as  the 
maft-lieads,  and  yard-arms  :  it  is  molt  frequent  in  heavy  rain,  accompanied 
with  lightening.  "  They  ufually  wander  with  uncertain  motion  from  place 
to  place,  fometimes  appearing  to  cleave  clofe  to  the  fails  and  mafts  ;  but 
they  frequently  leap  up  and  down  with  incermifTion,  affording  an  obfcure 
fiame,  like  that  of  a  candle  burning  faintly.  They  are  produced  by  fome 
fulphureous  and  bituminous  matter,  which  being  beat  down  by  the  motion 
of  the  air  above,  and  gathering  together,  \s,  kindled  by  the  agitation  of  the 
air,  as  butter  is  gathered  together  by  the  agitation  of  the  cream.  And 
from  this  appearance  we  infer  that  ftorms  come  from  fulphureous  fpirits 
that  rarify  the  air,  and  put  it  into  a  motion."     Varenius. 

CORSAIR,  (ccffair,  Fr.)  a  name  commonly  given  to  the  piratical 
cruifers  of  Barbary,  who  frequently  plunder  the  merchant-fhips  of  Euro- 
pean nations  with  whom  they  are  at  peace. 

COTT,  a  particular  fort  of  bed-frame,  fufpended  from  the  beams  of  a 
fhip,  for  the  officers  to  fleep  in  between  the  decks.  This  contrivance  is 
much  more  convenient  at  fea  than  either  the  hammocks  or  fixed  cabins, 
being  a  large  piece  of  canvas  fewed  into  the  form  of  a  cheft,  about  fix  feec 
long,  one  foot  deep,  and  from  two  to  three  feet  wide  :  it  is  extended  by  a 
iquare  wooden  frame  with  a  canvas  bottom,  equal  to  it's  length  and  breadth, 
to  retain  it  in  an  horizontal  pofition. 

COVE,  (abrianfe,  Fr.)  a  fmall  creek  or  bay,  where  boats  or  little  veflels 
may  ride  at  anchor  Iheltered  from  the  wind  and  fea  under  a  weather  fhore. 

COUNTER,  (contre  arcaffe,  Fr.)  an  arch  or  vault  whofe  upper-part  is 
•terminated  by  the  bottom  of  the  Jla-n,  and  the  lower-part  by  the  wing- 

tranfom 


cou  C     R     A 

tranfom  and  buttock,  being  exprefled  by  the  letters  K  G,  in  the  elevation, 
plate  I.  as  likewile  by  the  fame  letters  in  fig.  i.  plate  X.  and  the  fio-ure 
referred  to  from  the  article  Quarter. 

There  is  alfo  another  counter  above,  parallel  to  this,  but  not  vaulted  ; 
it  extends  from  the  upper-part  of  the  lower,  or  vaulted,  counter,  to  the 
moulding  which  terminates  the  windows  of  the  cabin  or  ward-room  below. 
This  latter  is  ufually  called  the  upper  or  fécond  counter. 

COUNTER-BRACING.  See  this  operation  fully  explained  in  the 
article  Tacking. 

COURSE,  (route,  Fr.)  in  navigation,  the  angle  contained  between  the 
neareft  meridian  and  that  point  of  the  compafs  upon  which  a  fliip  fails  in 
any  particular  direction. 

Oblique  Course,  {Loxodromie,  Fr.)  a  courfe  which  crofles  the  meridian  at 
equal  and  oblique  angles. 

COURSES,  (pacfis,  baffes  voiles,  Fr.)  a  name  by  which  the  principal 
fails  of  a  fhip  are  ufually  diftinguilhed,  viz.  the  main-fail,  fore-fail,  and 
mizen  :  the  mizen-ftay-fail  and  fore-fail  are  alfo  fometimes  comprehended 
in  this  denomination,  as  are  the  main-ftay-fails  of  all  brigs  and  fchooners. 
See  the  article  Sail. 

CRAB,  a  fort  of  wooden  pillar,  whofe  lower  end,  being  let  down 
through  a  fhip's  decks,  refts  upon  a  focket  like  the  capllcrn  ;  and 
having  in  it's  upper-end  three  or  four  holes,  at  different  hci^-hths  -,  thro* 
the  middle  of  it,  above  one  another,  into  which  long  bars  arc  thrull, 
whofe  length  is  nearly  equal  to  the  breadth  of  the  deck.  It  is  em- 
ployed to  wind  in  the  cable,  or  to  purchafe  any  other  weighty  matter 
which  requires  a  great  mechanical  power.  This  differs  from  a  capftern 
as  not  being  furnifhed  with  a  drum-bead,  and  by  having  the  bars  to  go  in- 
tirely  through  it,  reaching  from  one  fide  of  the  deck  to  the  other  ;  whereas 
thofe  of  the  capltern,  which  are  fuperior  in  number,  reach  only  about  eio-ht 
inches  or  a  foot  into  the  drum-head,  according  to  the  fize  thereof  This 
machine  is  reprefented  in  plate  II.  by  fig.  lo.  and  13.    See  alfo  Capstern. 

CRADLE,  (Jlee,  Fr.)  a  frame  placed  under  the  bottom  of  a  fliip,  in 
order  to  conducTt  her  fmoothly  and  fteadily  into  the  water  when  flic  is  to  be 
lanched  ;  at  which  time  it  fupports  her  weight  whilft  ffie  Aides  down  the 
defcent,  or  floping  paflage  called  the  ways,  which  are  for  this  purpofe  daubed 
with  foap  and  tallow.    This  frame  is  exhibited  by  fig.  23.  plate  II. 

CRAFT,  a  general  name  for  all  forts  of  veflcls  employed  to  load  or 
difcharge  merchant-ffiips,  or  to  carry  along-fide,  or  return  the  flores  of 
men  of  war  :  fuch  are  lighters,  hoys,  barges,  prames,  &c.  See  thofe  ar- 
ticles. 

CRANK,  {cote-foible,  Fr.)  the  quality  of  a  fliip,  which  for  want  of  a 
fufficient  quantity  of  ballajt  or  cargo,  is  rendered  incapable  of  carrying  fail 
without  being  expofed  to  the  danger  of  overfetting.  See  the  articles  Bal- 
last and  T^iM. 

Crank,  is  alfo  an  iron  brace  which  fupports  the  lanthorns  on  the  poop- 
quarters,  &c. 

N  CRAWL, 


C     R     A  C     R     O 

CRAWL,  [hiiiboty  Fr.)  a  fort  of  pen,  or  place  of  confinement,  formed 
by  a  barrier  of  ftakes  and  hurdles  on  the  fea-coaft,  to  contain  any  fort  of 
fijli  within  it. 

CRKEPFR,  an  inftruincnt  of  iron  refembling  a  grappling,  having  a 
punk  and  four  hooks  or  claws,  fig.  24.  plate  II.  It  is  ulcd  to  throw  into 
the  bottom  of  any  river  or  harbour,  with  a  rope  fallened  to  it,  to  hook  and 
draw  up  any  thing  from  the  bottom  Avhich  may  have  been  loft. 

CREW  of  a  fivp,  {equipage,  Fr.)  comprehends  the  officers,  fiilors,  fea- 
men,  marines,  ordinary  men,  fervants  and  boys  ;  but  exclufive  of  the 
captain  and  lieutenants,   in  the  French  fei-vice. 

CRINGLE,  {ancet,  Fr.)  a  fmall  hole  made  in  the  bull-rope  of  a  fail, 
by  intertwifting  one  of  the  divifions  of  a  rope,  called  Sijlrand,  alternately 
round  itfelf  and  through  xhtjlrmids  of  the  bolt-rope,  till  it  becomes  three- 
fold, and  alTumcs  the  lliape  of  a  wreath  or  ring.  See  plate  11.  fig.  25. 
-where  a,  b,  reprefents  part  of  the  bolt-rope  of  a  fail  -,  and  c,  the  cringle. 

The  ufe  of  the  cringle  is  generally  to  contain  the  end  of  fome  rope, 
■which  is  faftened  thereto,  for  the  purpofe  of  drawing  up  the  fail  to  it's 
yard,  or  of  extending  the  fkirts  by  the  means  of  bridles  to  ftand  upon  a 
lide-wind.  The  word  feems  to  be  derived  from  krinckehi,  (Belg.)  to  run 
hitotwifts. 

CROSS-JACK,  pronounced  crojeck,  a  fail  extended  on  the  lower  yard 
of  the  w/zw-maft,  -which  is  hence  called  the  crofs-jackyard,  (vergue  fiche,  Fr.) 
This  fail,  however,  has  generally  been  found  of  little  fervice,  and  is 
therefore  very  feldom  ufed. 

CROSS-PIECE,  (rajleau,  Fr.)  a  rail  of  timber  extended  over  the  izind- 
lafs  of  a  merchaiit-fhip  from  the  knight-heads  to  the  belfry.  It  is  ftuck 
full  of  wooden  pins,  which  are  ufed  to  faften  the  running-rigging  as  oc- 
cafion  requires.     See  the  article  Windlass. 

CROSS-TREES,  (barres  de  hune,  Fr.)  certain  pieces  of  timber  fup- 
ported  by  the  cheeks  and  treftle-trees,  at  the  upper-ends  of  the  lower-mafls, 
athwart  which  they  are  laid,   to  fuftain  the  frame  of  the  top. 

CROTCHES,  (fourcats,  Fr.  croccia,  Ital.)  a  name  given  to  thofe  crooked 
timbers  that  are  placed  upon  the  keel  in  the  fore  and  hind-parts  of  a  fhip, 
upon  which  tho  franie  of  her  hull  grows  narrower  below,  as  it  approaches 
the  rtem  afore,  and  the  ftern-poft  abaft. 

Crotches,  (comes,  Fr.)  are  alfo  certain  pieces  of  wood  or  iron,  whofe 
upper-part  opens  into  two  horns,  or  arms,  like  a  half-moon.  They  ara 
fixed  in  different  places  of  the  fhip,  according  to  the  ufes  for  which  they 
may  be  defigrred,  which  is  ufually  to  fupport  the  fpare-nialls,  yards,  &:c. 
The  iron  crotches  are  exhibited  in  plate  11.   fig.  26. 

CROW,  an  iron  lever  well  known  in  mechanics,  and  furniflied  with  3 
iharp  point  at  one  end,  and  two  claws  at  the  other,  as  appears  in  fig.  27. 
plate  II. 

This  inftrument  is  ufed  for  various  purpofes,  by  fliipwrights  and  ma- 
riners ;  as  to  remove  pieces  of  timber,  and  other  weighty  bodies  ;  and  to 
draw  ipike-nails,  &c.  as  well  as  to  manage  the  great  guns,  by  moving  them 
into  their  port?,  levelling  or  pointing  them  to  a  particular  objed:. 


C     R     O  CUR 

"to  CROWD,  (forcer  de  "voiles,  Fr.  cruth.  Sax.)  to  carry  an  extraordinary 
force  of  fail  upon  a  fhip,  in  order  to  accelerate  her  courl'e  on  fome  impor- 
tant occafion,  as  in  purfuit  of,  or  flight  from,  an  enemy  ;  to  efcape  any 
immediate  danger,  &c. 

CROW-FOOT,  {trelingage,  Fr.)  a  complication  of  fmall  cords  fpreading 
out  from  a  long  block,  like  the  fmaller  parts  which  extend  from  the  back- 
bone of  a  herring.  See  plate  II.  fig.  28.  It  is  iifed  to  fufpend  ihc  atvnings  ; 
or  to  keep  the  top-fails  from  ftriking  violently  and  fretting  a^ainft  tlie  edges 
of  the  tops. 

CROWNING,  the  finilhing  part  of  a  knot  made  on  the  end  of  a  rope. 
It  is  performed  by  interweaving  the  ends  of  the  different  ftrands  archilly 
amongft  each  other,  fo  as  that  they  may  not  become  loofencd  or  un- 
twifted.  The  defign  of  thefe  knots  is  to  keep  the  end  of  the  rope  fall  in 
fome  place  afTigned  for  it:  they  are  more  particularly  ufcful  in  all  kinds 
of  floppers. 

CRUISE,  {campaigne  crcifr,  Fr.)  a  voyage  or  expedition  in  queft  of 
vefTels  or  fleets  of  the  enemy,  which  may  be  expected  to  fail  through 
any  particular  tra6t  of  the  fea  at  a  certain  feafon  of  the  year.  The  region 
in  which  thefe  cruifes  are  performed  is  ufually  termed  the  rendezvous,  or 
cruifing-latitude.  When  the  fliips  employed  for  this  purpofe,  which  are 
accordingly  called  cruifers,  have  arrived  at  their  deftined  fl:ation,  they 
traverfe  the  fea  backward  and  forward,  under  an  eafy  fail,  and  within  a 
limited  fpace,  conjedured  to  be  nearly  in  the  track  of  their  expedcd  ad- 
verfaries. 

CUDDY,  (ccqueron,  Fr.)  afort  of  cabin,  or  cook-room,  in  the  fore-part, 
or  near  the  ftern,  of  a  lighter  or  barge  of  burden. 

CUNNING,  (faire gouverner,  Fr.)  the  art  of  direâ:ing  the  fleerfman  to 
guide  the  (hip  in  her  proper  courfe  :  tlie  officer  who  performs  this  duty  Is 
either  the  pilot  or  quarter-mafter. 

CURRENT,  (courans,  Fr.  ciorcns,  Lat.)  in  navigation,  a  certain  pro- 
greflive  movement  of  the  water  of  the  fea,  by  which  all  bodies  floating 
therein  are  compelled  to  alter  their  courfe,  or  velocity,  or  both,  and  lubmit 
to  the  laws  impofed  on  them  by  the  current. 

In  the  fea,  currents  are  either  natural  and  general,  as  arifing  from  the 
diurnal  rotation  of  the  earth  about  it's  axis  ;  or  accidental  and  particular, 
caufed  by  the  waters  being  driven  againft  promontories,  or  into  gulfs  and 
ftreights  -,  where,  wanting  room  to  fpread,  they  are  driven  back,  and  thus 
didurb  the  ordinary  flux  of  the  fea. 

"  Currents  are  various,  and  directed  towards  difl^creiu  p.irts  of  thi.' 
ocean,  of  which  fome  are  confiant,  and  others  periodic.il.  The  moll 
extraordinary  current  of  the  fea  is  that  by  which  part  of  the  Atlantic 
or  African  ocean  moves  about  Guinea  from  Cape  \'crd  towards  tiic 
curvature  or  bay  of  Africa,  which  they  call  Fernando  Foo,  viz.  from 
weft  to  eaft,  contrary  to  the  general  motion.  And  hich  is  the  force  of 
this  current,  that  when  fhips  approach  too  near  the  fliore,  ic  carries 
them  violently  towards  that  bay,  and  deceives  the  mariners  in  their 
reckoning.  « 

N  3  "  Therr 


CUR  CUR 

"  There  is  a  great  variety  of  fliit'tiiig  currents,  wliicji  do  not  lafl,  but 
return  at  certain  periods":  and  thcfe  do,  moft  of  them,  depend  upon,  and 
follow  the  annivcrfary  winds  or  tnonlbons,  which  by  blowing  in  one  place 
may  caufe  a  current  in  another*."     Vareniiis. 

In  tlic  freights  of  Gibraltar  the  currents  almoft  conftantly  drive  to  tlie 
eaftward,  and  carry  fliips  into  the  Mediterranean  :  they  are  alio  found  to 
drive  the  fame  way  into  St.  George's-channcl. 

The  fettlng,  or  progrelTive  motion  of  the  current,  may  be  either  quite 
down  to  the  bottom,  or  to  a  cert.'.iji  deterniinate  depth. 

As  the  knowledge  of  the  direétion  and  velocity  ot  currents  is  a  very 
material  article  in  navigation,  it  is  highly  neceflary  to  difcover  both,  in 
order  to  afcertain  the  fhip's  fituation  and  courfe  with  as  much  accuracy 
as  poffible.  The  moft  fuccelsful  method  which  has  been  hitherto  at- 
tempted by  mariners  for  this  purpofe,  is  as  follows.  A  common  iron 
pot,  which  may  contain  four  or  five  gallons,  is  fufpended  by  a  fmall  rope 
fattened  to  it's  ears  or  handles,  fo  as  to  hang  direftly  upright,  as  when 
placed  upon  the  fire.  This  rope,  which  may  be  from  70  to  100  fathoms 
in  length,  being  prepared  for  the  experiment,  is  coiled  in  the  boat,  which 
is  hoifted  out  of  the  fhip  at  a  proper  opportunity,  when  there  is  little  or 
.no  wind  to  ruffle  the  furfaceof  the  fea.  The  pot  being  then  thrown  over- 
board into  the  water,  and  immediately  finking,  the  line  is  fiackened  till 

*  "  At  Jav.i,  in  the  freights  of  Sunda,  when  the  monfoons  blow  from  the  weft,  viz,  in 
the  month  of  May,  the  currents  fet  to  the  eaftward,  contrary  to  the  general  motion. 

•'  Alfo  between  the  ifland  of  Celebes  and  Madura,  when  the  weftern  monfoons  fet  in,  viz. 
in  December,  January,  and  February,  or  when  the  winds  blow  from  the  N.  W.  or  between 
the  north  and  weft,   the  currents  fet  to  the  S.  E.  or  between  the  fouth  and  eaft. 

"  At  Ceylon,  from  the  middle  of  March  to  Odlober,  the  currents  fet  to  the  fouthward, 
and  in  the  other  parts  of  the  year  to  the  northward  ;  becaufe  at  this  time  the  fouthern  mon- 
foons blow,  and  at  the  other,  the  northern. 

"  Between  Cochin-China  and  Malacca,  when  the  weftern  monfoons  blow,  viz.  from 
April  to  Augurt,  the  currents  fet  eaftward  againft  the  general  motion,  but  the  reft  of  the 
year  fet  weftward  ;  the  monfoon  confpiring  with  the  general  motion.  They  run  fo  ftrongly 
in  thefe  feas,  that  unexperienced  failors  miftake  them  for  waves  that  beat  upon  the  rocks 
known  by  the  name  of  breakers. 

"  So  for  fome  months  after  the  fifteenth  of  February  the  currents  fet  from  the  Maldivies 
towards  India  on  the  eaft,  againft  the  general  motion  of  the  fea. 

"  On  the  fhore  of  China  and  Cambodia,  in  the  months  of  Oftober,  November,  and 
December,  the  currents  fet  to  the  N.  W.  and  from  January  to  the  S.  W.  when  they  run 
with  fuch  a  rapidity  of  motion  about  the  ftioals  of  Parcel,  that  it  fccms  fwifter  than  that  of 
an  arrow. 

"  At  I'ulo  Condore,  upon  the  coaft  of  Cambodia,  though  the  monfoons  are  fhifting,  yet 
the  currents  fet  ftrongly  towards  the  eaft,  even  when  they  blow  to  a  contrary  point. 

"  .Along  the  coaits  of  the  bay  of  Bengal,  as  far  as  the  cape  Romania,  at  the  extreme 
point  of  Malacc.n,  the  current  runs  fouthward  in  November  and  December. 

"  When  tlie  monfoons  blow  from  China  to  Malacca,  the  fea  runs  fwiftly  from  Pulo 
Cambi  to  Pulo  Condore,  on  the  coaft  of  Cambodia. 

"  In  the  bav  of  Sans  Bras,  not  far  from  the  Cape  of  Good  Hope,  there  is  a  current 
particularly  remarkable,  where  the  fea  runs  from  eaft  to  weft  to  the  landward  ;  and  this  more 
\chcmcntlv  as  it  becomes  oppofed  by  the  winds  from  a  contrary  direftion.  The  caufe  is 
undoubtedly  owing  to  fome  adjacent  fhore,  which  is  higher  than  this."     Varenius. 

Thefe  currents  conftantly  follow  the  winds,  and' fet  to  the  fame  point  with  the  monfoon, 
or  trade-wind,  at  fea.     See  Monsoon. 

about 


CUT 


CUT 


about  fcventy  or  eighty  fathoms  run  out,  after  which  the  line  is  faftcned 
to  the  boat's  ftem,  by  which  fhe  is  accordingly  reftrained,  and  rides  as 
at  anchor.  The  velocity  of  the  current  is  then  cafily  tried  by  the  log  and 
half-.ninute  glafs,  the  ufual  method  of  difcovering  the  rate  of  a  fliip's 
failing  at  fea.  The  courfe  of  the  ftrcam  is  next  obtained  by  means  of  the 
compafs  provided  for  this  operation. 

Having  thus  found  the  fctting  and  drift  of  the  current,  it  remains  to  ap- 
ply this  experiment  to  the  purpofes  of  navigation.  \'i  the  fhip  fails  along 
the  direftion  of  the  current,  then  the  motion  of  the  fliip  is  increafed  by  as 
much  as  is  the  drift  or  velocity  of  the  current. 

If  a  current  fcts  direftly  againft  the  fhip's  courfe,  then  her  motion  rs  re- 
tarded in  proportion  to  the  ftrength  of  the  current.  Hence  it  is  plain, 
I.  If  the  velocity  of  the  current  be  lefs  than  that  of  the  fliip,  then  the  fhip 
\]\\\  advance  fo  much  as  is  the  difference  of  thefe  velocities.  2.  If  the 
velocity  of  the  current  be  more  than  that  of  the  fhip,  then  will  the  fhip 
fall  as  much  aftern  as  is  the  difference  of  thefe  velocities.  3.  If  the  velo- 
city of  the  current  be  equal  to  that  of  the  ITiip,  then  will  the  fhip  ftand 
ftill,  the  one  velocity  dcitroying  the  other. 

If  the  current  thwarts  the  courfe  of  a  fhip,  it  not  only  diminiflies  or 
increafes  her  velocity,  but  gives  her  a  new  direftion,  compounded  of  the 
courfe  llie  fteers,  and  the  letting  of  the  current,  as  appears  by  the  fol- 
lowing 

LEMMA. 


If  a  body  at  A  be  impelled  by 
two  forces  at  the  fame  time,  the 
one  in  the  direftion  A  B,  carry- 
ing it  from  A  to  B  in  a  certain 
fpace  of  time,  and  the  other  in  the 
direftion  A  D,  pufhing  it  from  A 
to  D  in  the  fame  time  -,  complete 
the  parallelogram  A  B  C  D,  and 

draw  the  diagonal  A  C  :  then  the  body  at  A,  (which  let  us  fuppofe  a 
fhip  agitated  by  the  wind  and  current  ;  A  B  being  the  line  along  which 
fhe  advances  as  impreflcd  by  the  wind,  and  A  D  the  line  upon  which 
fhe  is  driven  by  the  current)  will  move  along  the  diagonal  A  C,  and 
will  be  in  the  point  C,  at  the  end  of  the  time  in  which  it  would  have 
moved  along  A  D  or  A  B,  as  impelled  by  either  of  thofe  forces,  (the  wind 
or  current)  feparately. 

CUTTER,  {bateau^  Er.)  a  fmall  vefTel  commonly  navigated  in  the 
channel  of  England  -,  it  is  furnifhed  with  one  maft,  and  rigged  as  a.  Jloop. 
Many  of  thefe  velîcls  are  ufed  on  an  illicit  trade,  and  others  employed  by 
the  government  to  feize  them  -,  the  latter  of  which  are  either  under  the 
diredion  of  the  Admiralty  or  Cul^om-houfe.  See  a  reprefentation  of  a 
cutter  of  this  fort  in  the  pjatc  referred  to  from  the  article  Vessel. 

Cutter  is  alfo  a  Imall  boat  ufed  by  fliips  of  war.     Sec  Boat. 

6  CUTTING- 


CUT  CUT 

CUTTING-DOWN  Line,  a  curved  line  iifed  by  fliipwrights  in  tlie 
delineation  of  fhips  :  it  determines  the  thicknefs  of  all  the  floor-timbers, 
and  likewife  the  heighth  of  the  dead-zvcod,  afore  and  abaft.  It  is  limited  in 
the  middle  of  the  Ihip  by  the  thicknefs  of  the  floor-timber,  and  abaft  by 
the  breadth  of  the  keffon  -,  and  mufl:  be  carried  up  To  high  upon  the  ftem, 
as  to  leave  fiifficient  fubftance  for  the  breeches  of  the  rifing  timbers. 
Murray's  Ship-building. 

CUT-WATER,  the  foremoft  part  of  a  (hip's  prow,  formed  of  an 
aflemblage  of  feveral  pieces  of  timber,  to  render  it  broad  at  the  upper- 
part,  where  it  projets  forward  from  the  ftem  to  open  the  column  of 
water  as  the  ftiip  fails  along,  and  alfo  to  make  her  keep  to  windward 
better,  when  fhe  is  clofe-hauled.  It  is  otherwife  called  the  knee  of  the 
head.  See  the  article  Stem  ;  fee  alfo  the  feveral  parts  of  it  reprelcntcd  in 
plate  I.  PiECF.s  of  the  Hull. 


D. 


DAM  D     E     A 


D. 


DAM,  (batardeau,  Fr.)  a  piece  orwater  confined  within  banks. 
DAVIT,  (minot,  Fr.)  a  long  beam  of  timber,  rcprelented  by  a,  .1, 
plate  II.  fig.  29.  and  ufed  as  a  crane,  whereby  to  hoill  the  flukes  of  the  an- 
chor to  the  top  of  the  iow,  without  injuring  the  planks  of  the  fliip's  fide 
as  it  afcends  -,  an  operation  which  by  mariners  is  called  fifhing  the  anchor. 
The  anchors  being  fituated  on  both  the  bows,  the  davit  may  beoccafionally 
fliifted  fo  as  to  projedt  over  either  fide  of  the  lliip,  according  to  the  poficioa 
of  that  anchor  on  which  it  is  to  be  employed.  The  inner-end  of  the  davit 
is  fccured  by  being  thruft  into  a  fquare  ring  of  iron  b,  which  is  bolted  to 
the  deck,  and  fore-locked  under  the  beams.  This  ring,  which  is  called  the 
.fpan-fhackle,  exhibited  at  large  by  fig.  7,^.  is  fixed  exadily  in  the  middle  of 
the  deck,  and  clofe  behind  the  fore-malt.  Upon  the  outer-end  of  the  davit 
is  hung  a  large  block  c,  through  which  a  ftrong  rope  traverfes,  called  the 
fifli-pendent  d,  to  whole  foremoft  end  is  fitted  a  large  iron  hook  e,  and  to 
it's  after  end  a  tackle  or  complication  of  puUies  f,  the  former  of  which  is 
called  the  fifli-hook,  and  the  latter  the  fifli-tackle. 

The  davit  therefore,  according  to  the  lea-phrafe,  is  employed  to  fjh 
the  anchor^  which  being  previoufly  catted^  the  fifh-hook  is  faftcned  upon 
it's  flukes  ;  and  the  effort  of  tlie  tackle,  being  tranfmitted  to  the  hook  by 
means  of  the  fifli-pendent,  draws  up  that  part  of  the  anchor  fufficiently 
high  upon  the  bow  to  faften  it,  which  is  done  by  the  Shank-fainter.  See 
that  article. 

There  is  alfo  a  davit  of  a  fmaller  kind,  occafionally  fixed  in  the  longboat, 
and  employed  to  weigh  the  anchor  therein. 

DAY'S- WORK,  (cinglage,  Fr.)  the  reckoning  or  account  of  the  fliip's 
courfe,  during  twenty-tour  hours,  or  between  noon  and  noon,  according 
to  the  rules  of  trigonometry.     See  Dead-Reckoning. 

DF.AD-EYE,  (cap  de  mouton^  Fr.)  a  fort  of  round,  flattifh,  wooden  block, 
fee  fig.  30.  plate  II.  It  is  ufually  encircled  witli  the  end  of  a  rope,  or  with 
an  iron  baml,  fig.  31.  />,  and  pierced  with  three  holes  through  the  flat,  in 
order  to  receive  the  rope  called  a  laniard  c,  which,  correlponding  with 
thrte  holes  in  another  dead-eye  a,  creates  a  purchafc  employed  for  various 
ufcs,  but  chiefly  to  extend  \.\\c  Jhrouds  anajiays,  othcrwile  called  the  Hand- 
ing rigging. 

In  order  to  form  this  purchafc,  one  of  the  dead-eyes  is  fafliened  in  the 
lower-end  ot  each  fluoucl,  and  the  up.ofite  one  in  the  upper-link  of 
each  chain  on  the  fliip's  fide,  which  is  made  round  to  receive  and  en- 
compafs  the  hollowed  outer-edge  of  the  dead-eye.     After  this  the  laniard 

is 

6 


D     E     A  D     E     A 

is  pafled  alternately  through  the  holes  in  the  upper  and  lower  dead-eyes  till 
it  becomes  fix-fold  ;  and  is  then  drawn  tight  by  the  application  of  mecha- 
nical powers.  The  general  difpofition  of  the  dead-eyes  in  their  channels 
is  reprefented  in  the  Elevation,  plate  I.  In  merchant-fliips  they  are  gene- 
rally fitted  with  iron  plates  in  the  room  of  chains.  Thefe  laft  are  exhibited 
in  fig.  1 6.  plate  II. 

The  dead-eyes  ufed  for  the  ftays,  (moques,  Fr.)  have  only  one  hole,  which, 
however,  is  large  enough  to  receive  ten  or  twelve  turns  of  the  laniard  : 
thefe  are  generally  termed  hearts,  and  are  exprefied  by  fig.  32. 

There  are  alfo  dead-eyes  of  another  form,  employed  for  the  crow-feet, 
(ynoques  de  trelingage,  Fr.)  Thefe  are  long  cylindrical  blocks,  fig,  33.  with 
a  number  of  fmall  holes  in  them,  to  receive  the  legs  or  lines  of  which  the 
crow-foot,  fig.  28.  is  compofed. 

DEAD-LIGHTS,  certain  wooden  ports  which  are  made  to  fatten  into 
the  cabin-windows,  to  prevent  the  waves  from  gufhing  into  a  fliip  in  a 
high  fea.  As  they  are  made  exaftly  to  fit  the  windows,  and  are  flrong 
enough  to  refill  the  waves,  they  are  always  fixed  in,  on  the  approach  of 
a  ftorm,  and  the  glafs  frames  taken  out,  which  might  otherwife  be  Ihat- 
tercd  to  pieces  by  the  furges,  and  fuffer  great  quantities  of  water  to  enter 
the  veffel. 

DEAD-RECKONING,  (eftime,  Fr.)  in  navigation,  the  judgment  or 
eftimation  which  is  made  of  the  place  where  a  fliip  is  fituated,  without  any 
obfervation  of  the  heavenly  bodies.  It  is  difcovered  by  keeping  an  ac- 
count of  the  diftancc  fhe  has  run  by  the  log,  and  of  her  coufe  fteercd  by  tht 
compafs;  and  by  redifying  thefe  data  by  the  ufual  allowances  for  drifiy 
lee-ivay,  &c.  according  to  the  fliip's  known  trim.  This  reckoning,  how- 
ever, is  always  to  be  correfted,  as  often  as  any  good  obfervation  of  the 
fun  can  be  obtained. 

DEAD-RISING,  or  RISING-LINE  of  the  floor,  (fleurs,  Fr.)  thefe 
parts  of  a  fbip's  floor,  or  bottom,  throughout  her  whole  length,  where  the 
floor-timber  is  terminated  upon  the  lower  futtock.  See  the  article  Navai. 
Architecture. 

DEAD-WATER,  (remoux,  Fr.)  the  eddy  of  water  which  appears  like 
little  whirl-pools,  clofing  in  with  the  fhip's  ftern  as  Ihe  fails  through  it. 

DEAD-WOOD,  (contre-quille,  Fr.)  a  name  given  by  fhipwrights  to 
certain  blocks  of  timber  laid  upon  the  keel,  particularly  at  the  extremities 
afore  and  abaft,  where  thefe  pieces  are  placed  one  upon  another  to  a  confi- 
derable  hcighth,  becaufe  the  fhip  is  there  fo  narrow  as  not  to  admit  of  the 
two  half-timbers,  which  are  therefore  fcored  into  this  dead-wood,  where 
the  angle  of  the  floor-timbers  gradually  diminilhes,  as  approaching  the  ftera 
and  llern-poft.     See  the  article  Naval  Architecture. 

In  the  fore-part  of  the  fliip,  the  dead-wood  generally  extends  from  the 
ftemfon,  upon  which  it  is  fcarfed  to  the  loof-frame  ;  and  in  the  after-end 
from  the  flern-pofl:,  where  it  is  confined  by  the  knee,  to  the  after-balance- 
frame.  It  is  connefted  to  the  keel  by  flrong  fpike-nails.  Thofe  pieces  are 
reprefented  by  e  e,  Pieces  of  the  Hull,  plate  I. 

The 


D     E     A  DEC 

The  dead-wood  afore  and  abaft  is  eqnal  in  depth  to  two  thirds  of  the 
depth  of  the  keel,  and  as  broad  as  can  be-  procured,  fo  as  not  to  exceed  the 
breadth  of  the  keel. 

Dt  AD- WORK,  all  that  part  of  a  fhip  which  is  above  water  when  flic 
is  laden.      See  the  article  Upper-Work. 

DECKS,  ponts,  Fr.  decken,  Dan.  to  cover)  the  planked  floors  of  a  fliip, 
which  conncft  the  fides  together,  and  fcrve  as  difll-rcnt  platforms  to  fup- 
port  the  artillery,  and  lodge  the  men,  as  alfo  to  prclerve  the  cargo  from 
the  fea  in  merchant-velTels. 

As  all  fliips  are  broader  at  the  lower-deck  than  on  the  next  above  it, 
and  as  the  cannon  thereof  are  always  heavicll,  it  is  ncceflary  that  the  frame 
of  it  fliould  be  much  fl:ronger  than  that  of  the  others  -,  and,  for  the  fame 
reafon,  the  fécond  or  middle-deck  ought  to  be  ftronger  than  the  upper- 
deck,  or  forecaftle. 

Ships  of  the  firft  and  fécond  rates  arc  furniflied  with  three  whole  decks, 
reaching  from  the  ftem  to  the  ftern,  belides  a  forecaftle  apd  a  quarter-deck, 
which  extends  from  the  ftem  to  the  main-maft,  between  which  and  the 
forecaftle,  a  vacancy  is  left  in  the  middle,  opening  to  the  upper-deck,  and 
forming  what  is  called  the  v.'aiji.  There  is  yet  another  deck  above  the 
hinder  or  aftmoft  part  of  the  quarter  deck,  called  the  poop,  which  alfo 
ferves  as  a  roof  for  tlie  captain's  cabin  or  couch. 

The  inferior  fliips  of  the  line  of  battle  are  equipped  with  two  decks  and 
a  half,  and  frigates,  floops,  &:c.  with  one  gun-deck  and  a  half,  with  a  fpar 
deck  below  to  lodge  the  crew. 

The  decks  are  formed  and  fuftaincd  by  the  beams,  the  clamps,  the 
water-ways,  the  catlings,  the  Iciigcs,  the  knees,  and  two  rows  of  fmall 
pillars,  called  ftanciiions,  &c.     Sec  thofe  articles. 

That  the  figure  of  a  deck,  together  with  it's  correfponding  parts,  may 
be  more  clearly  underftood,  we  have  exhibited  a  plan  of  the  lower-deck 
of  a  74  gun-fliip  in  plate  III.  And  as  both  fides  of  the  deck  are  exactly 
fimilar,  the  pieces  by  which  it  is  lupportcd  appear  on  one  fide,  and  on  the 
other  fide  the  planks  or  floor  of  which  it  is  compofcd,  as  laid  upon  thofe 
pieces. 

Explanation  of  the  figures  reprcfentcd  in  the  Deck,  plate  III. 

A,  the  principal,  or  main  hatch-way. 

B,  the  ftern -poft. 

C,  the  ftem. 

D,  the  beams,  compofed  of  three  pieces,  as  exhibited  by  D,  in  one  of 
which  the  dotted  lines  fliew  the  arrangement  of  one  of  the  beams  under 
the  other  fide  of  the  deck. 

E,  part  of  the  vertical  or  hanging  knee.  See  alfo  £,  fig.  i6.  in  the  fame 
plate. 

F,  the  horizontal  or  lodging  knees,  which  faften  the  beams  to  the  fides. 

G,  the  catlings,  ranging  fore  and  aft,  from  one  beam  to  another. 
1 1,  the  gun-ports. 

O  I,  the 


DEC  DEC 

I,  the  pump-dales,  being  large  wooden  tubes  which  return  the  water 
from  the  pumps  into  the  lea, 

K,  the  Ipurs  of  tlie  beams  -,  being  curved  pieces  of  timber  ferving  as 
halt-beams  to  fupporc  ilic  decks,  where  a  whole  beam  cannot  be  placed 
on  account  of  the  hatch-ways. 

L,  the  wing-tranibm,  whicii  is  bolted  by  the  middle  to  the  ftern-poft, 
and  whofe  ends  rell  upon  the  fafliion-pieccs. 

M,  the  bulk-liead  or  partition,  which  enclofes  the  manger,  and  prevents 
the  water  which  enters  at  the  hawfe-holes  from  running  aft  between  decks. 

N  N.  the  fore  hatch-way. 

O  O,  the  after  hatch- way. 

P,  the  drum-head  of  the  gear  capftcrn. 

P  p,  the  drum-head  of  the  main  capflern. 

Q,  the  wing-tranfom-knee. 

R,  one  of  the  breaft-hooks  under  the  gun-deck. 

S,  the  brcaft-hook  of  the  gun-deck. 

T  T,  the  ftation  of  the  chain-pumps. 

V,  the  breadth  and  thicknefs  of  the  timbers  at  the  heighth  of  the  gun- 
deck. 

U  U,  fcuttles  leading  to  the  gunner's  ftore-room,  and  bread-room. 

W,  the  ftation  of  the  fore-maft. 

X.  the  ftation  of  the  main-maft. 

Y,  the  ftation  of  the  mizen-maft. 

Z,  the  ring-bolts  of  the  decks,  ufed  to  retain  the  cannon  whilft  charging, 

a,  a,  the  ring-bolts  of  the  fides,  whereon  the  tackles  are  hooked  that 
fecure  the  cannon  at  fea. 

c  a  a  d,  the  water-ways,  through  which  the  fcupper-holes  are  pierced,  to 
carry  the  water  off  from  the  deck  into  the  fea. 

b,  b,  plan  of  the  forcmoft  and  aftmoft  cable-bits,  with  their  crofs- 
p/ieces  g,  g,  and  their  ftandards  e,  e. 

Thus  we  have  reprefented,  oa  one  fide,  all  the  pieces  which  fuftain  the 
deck  with  it's  cannon  ;  and,  on  the  other  fide,  the  deck  itfclf,  with  a  tier 
of  -^2  pounders  planted  in  battery  thereon.  In  order  alfo  to  fhew  the  ule 
of  the  breeching  and  train-tackle,  one  of  the  guns  is  drawn  in  as  ready  for 
charging.     See  the  articles  Breeching  and  Cannon. 

The  number  of  beams,  by  whicli  the  decks  of  Ihips  are  fupported,  is 
often  very  different,  according  to  the  pradice  of  different  countries  -,  the 
ftrenc;th  of  the  timber  of  which  the  beams  are  framed  v  and  the  fervices 
for  which  the  ftiip  is  calculated. 

As  the  deck  wiiich  contains  the  train  of  a  fire-fliip  is  furnifhed  with  an 
equipage  peculiar  to  itfelf,  the  whole  apparatus  is  particularly  defcribed  ia 
the  article  Fire-ship. 

Flu/h-DE-CK,  or  Deck- Ihjh  fere  arJ  ^fi,  miplies  a  continued  floor  laid 
from  ftem  to  ftern,  upon  one  line,  without  any  ftops  or  intervals. 

Half-DECK,  (corps  Je  garde,  Fr.)  a  fpace  under  the  quarter-deck  of  a  fhip 
of  war,  contained  between  the  forcmoft  bulk-head  of  the  jleerage-,  and  the. 
fore-part  of  the  quarter-deck. 


DEC  DIS 

In  the  colliers  of  Northumberland  the  fleerage  itfelf  is  called  the  half- 
deck,  and  is  uiually  the  habitation  of  the  fliip's  crew. 

DECOY,  a  ftratagem  employed  by  a  fmall  fliip  of  war  to  betray  a  vclTcl 
of  inferior  force  into  an  incautious  purffiit,  rill  llie  has  drawn  her  within 
the  range  of  her  cannon,  or  what  is  called  witliin  gun-fliot. 

It  is  ufually  performed  by  painting  the  ftern  and  fides  in  fuch  a  manner 
as  to  difguife  the  fliip,  and  reprefent  her  either  much  fmaller,  and  of  infe- 
rior force,  or  as  a  friend  to  the  hotlile  veflel,  which  flie  endeavours  to  en- 
fnare,  by  alTuming  the  emblems  and  ornaments  of  the  nation  to  which  the 
ftranger  is  fuppofed  to  belong.  \\'hen  flic  has  thus  provoked  the  adverfary 
to  chafe,  in  hopes  of  acquiring  a  prize,  Ihc  continues  the  decoy  by  fpreading 
a  great  fail,  as  endeavouring  to  efcape,  at  the  fame  time  tliat  her  courlc 
is  confiderably  retarded  by  an  artful  alteration  of  her  trim  till  the  enemy- 
approaches. 

Decoying  is  alfo  performed  to  elude  the  chace  of  a  fliip  of  fuperior  force 
in  a  dark  night,  by  throwing  out  a  lighted  cafk  of  pitch  into  the  fca,  which 
will  burn  for  a  confiderable  time,  and  mifguide  the  enemy.  Immediately 
after  the  cafk  is  thrown  out  the  Ihip  changes  her  courfc,  and  may  eafily 
efcape  if  at  any  tolerable  diftance  from  the  foe. 

DEEP-WAISTKD,  (emaJîiUé,  Vv.)  the  diftinguilliing  fabric  of  a  fliip's 
decks,  when  the  quarter-deck  and  fore-caflle  are  elevated  from  four  to 
fix  feet  above  the  level  of  the  uj^per-deck,  fo  as  to  leave  a  vacant  fpace, 
called  the  waill,  on  the  middle  of  the  upper-deck.    See  the  article  Waist. 

DEMURRAGE,  an  allowance  given  to  the  commander  of  a  trading 
fliip  by  the  merchants,  for  having  detained  Iiim  longer  in  port  than  the 
time  previouflv  appointed  tor  his  departure. 

DEPARTURE,  in  navigation,  the  dillance  between  any  two  places 
lying  on  the  fame  parallel,  counted  in  miles  of  the  equator  ;  or  the  diftance 
of  one  place  from  the  meridian  of  another,  counted  on  the  parallel  paiïing 
over  that  place.     See  N.avig.'Mion. 

DEPTH  cf  a  fail,  (chute,  Er.)  the  extent  of  any  fquare  or  oblong  fail 
from  the  head-rope  to  the  foot-rope-,  or  the  length  of  the  after-leech  of 
any  boom-fail  or  ftay-fail.     See  the  article  Sail. 

DETACHMENT  of  a  fleet  or  jqur.dron,  a  certain  number  of  fliips 
chofen  by  an  admiral  or  commodore  from  the  reft  of  the  fleet,  charged  to 
execute  Ibme  particular  fervice. 

DIFEERENCE  of  latitude,  in  navigation,  the  difference  between  any 
two  places  lying  on  the  fame  meridian  ;  or  the  diftance  between  the  paral- 
lels of  latitude  of  any  two  places,  exprefled  in  miles  of  the  equator. 

DINNAGE.     See  the  article  Dunnage. 

DISABLED,  (defemparé,  Er.)  the  ftate  of  a  fhip  when,  by  the  lofs  of 
her  mafts,  fails,  yarcis,  or  rigging  ;  by  fpringing  a  leak,  or  receiving  fomc 
fra(5lure  in  her  hull,  or  other  dilafter  ;  Ihe  is  rendered  incapable  of  profe- 
tuting  her  voyage  without  great  difficulty  and  danger. 

To  DISCHARGE,  (décharger,  Er.)  when  applied  to  a  fliip,  fignifies 
to  unlade  her,  or  take  out  her  flores,  ammunition,  artillery,  &:c.     When 

O  2  exprcfl"eil 


DIS  DOC 

cxpreflcd  of  the  officers,  or  crew,  it  implies  to  difband  them  from  immc- 
diatc  fervice. 

DISMASTED,  (dcmaté,  Fr.)  t]ie  ftate  of  a  fliip  which  has  loft  hermafts 
by  hniltcrous  weathtT,  engagement,  or  other  misfortune. 

DI\'ISION,  a  fcledt  number  of  fliips  in  a  fleet  or  fquadron  of  men  of 
war,  diftinguillied  by  a  particular  flag  or  pendent,  and  ufually  commanded 
by  a  o-t-neral  officer.  A  fquadron  is  commonly  ranged  into  three  divifions, 
the  commanding  officer  of  which  is  always  Rationed  in  the  center. 

"When  a  fleet  confifts  of  fixty  lail  of  the  line,  that  is,  of  fhips  having  at 
leaft  fixty  cannon  each,  tiie  admiial  divides  it  into  three  iquadrons,  each 
ofwhich'has  it's  divifions  and  commanding  officers.  Each  fquadron  has 
it's  proper  colours,  according  to  the  rank  of  the  admiral  who  commands 
it,  and  every  divifion  it's  proper  mafl:.  Thus,  the  white  flag  denotes  the 
firft  fquadron  of  France  -,  the  white  and  blue  the  fécond,  and  the  third  is 
charaderifed  by  the  blue.  In  England,  the  firfl:  admiral,  or  the  admiral 
of  the  fleet,  difplays  the  union  flag  at  the  main-top-maft-head  ;  next  fol- 
lows the  white  flag  with  St.  George's-crofs  ;  and  afterwards  the  blue.  The 
private  ffiips  carry  pendents  of  the  fame  colour  with  their  refpeftive  fqua- 
dron, at  the  mafts  of  their  particular  divifions  -,  fo  that  the  lafl:  fliip  in  the 
divifion  of  the  blue  fquadron  carries  a  blue  pendent  at  her  mizen-top-maft- 
head. 

DOCK,  (forivc,  Fr.  imagined  of  fJ'oxiîov)  a  fort  of  broad  and  deep 
trench,  formed  on  the  fide  of  a  harbour,  or  on  the  banks  of  a  river  ;  and 
commodioudy  fitted  either  to  build  fiiips,  or  receive  them  to  be  repaired 
and  breamed  therein.  Thefe  forts  of  docks  have  generally  flirong  flood- 
gates, to  prevent  the  flux  of  the  tide  from  entering  the  dock  while  the 
fliip  is  under  repair. 

There  are  likevvife  docks  of  another  kind,  called  wet-docks,  where  afhip 
can  only  be  cleaned  during  the  recefs  of  the  tide,  or  in  the  interval  between 
tlie  time  when  the  tide  left  her  dry  a-ground,  and  the  period  when  it  again 
reaches  lier  by  the  return  of  the  flood.  Docks  of  the  latter  kind  are  not 
furniflied  with  the  ufual  flood-gates. 

DOCKING  c  pip,  the  a£t  of  drawing  her  into  the  dock,  in  order  to 
"ive  her  a  proper  repair,  and  cleanfe  the  bottom,  and  cover  it  anew  with 
a  preparation  of  fiulf,  as  explained  in  the  article  Breaming. 

DOCK-YARDS,  (ûnaieaux,  Fr.)  certain  magazines  containing  all  forts 
of  naval  ft:ores,  and  timber  for  fhip-building.  In  England,  the  royal  dock- 
yards are  at  Chatham,  Portfmouth,  Plymouth,  Dtptford,  Woolwich,  and 
Sheernefs.  His  Majeily's  Ihips  and  vcffels  of  war  are  generally  moored  at 
thefe  ports,  during  "the  time  of  peace-,  and  fuch  as  want  repairing  are 
taken  into  the  docks,  examined,  and  refitted  for  fervice.  See  the  article 
Repair. 

The  principal  dock-yards  are  governed  by  a  commiffioner,  refident  at 
the  port,  who  fuperintends  all  the  mullers  of  the  officers,  artificers,  and 
labourers,  employed  in  tlie  dock-yard,  and  ordinary.  .  He  alfo  controls 
their  payment  "therein  ;  examines  the  accounts  -,  contrats,  and  draws  bills 
on  the  Navy-office  to  fupply  the  deficiency  of  Itores  ;   and,  finally,  regu- 

j  lates 


DOG  DOW 

lates  whatever  belongs  to  the  dock-yard,    maintaining  due  order  in  the 
refpeftive  offices. 

Thefc  yards  are  generally  fupplied  from  the  northern  crowns  with  hemp, 
pitch,  tar,  rofin,  canvas,  oak.  plank,  and  feveral  other  fpecies  of  (lores. 
With  regard  to  the  marts,  particularly  thofe  of  the  largeft  fize,  they^re 
iiki:illy  imported  from  Ncvv-h'.ngland. 

DOG,  a  fort  of  iron  hook,  or  bar,  with  a  (harp  fang  at  one  end,  fo 
formed  as  to  be  eafdy  driven  into  a  plank  :  it  is  ufed  to  drag  along  tlie 
planks  ot  oak  when  they  are  let  into  a  hole  under  the  ftern  of  a  Ihip, 
to  be  (lowed  in  the  hold.  For  this  purpofe  there  is  a  rope  fadened  to  the 
end  of  the  dog,  upon  which  feveral  men  pull,  to  draw  the  plank  towards 
the  place  where  it  is  to  be  (lowed.  It  is  alio  uled  for  the  lame  purpo(e  in 
unlading  the  (hip. 

DOGGER,  (dogre-boat.  Dut.)  a  Dutch  fifhing-velTel  navigated  in  the 
German  ocean.  It  is  generally  employed  in  the  hcrring-filhery,  being 
equipped  with  two  malls,  viz.  a  main-mall  and  a  mizen-ma(l,  and  fome- 
what  refc.mbling  a  ketch. 

DOLPHIN  of  the  maji,  a  peculiar  kind  of  wreath,  formed  of  plaited 
cordage,  to  be  fadened  occafionally  round  tiie  mads,  as  a  fupport  to  the 
puddening,  whofe  ule  is  to  fuilain  the  weight  of  the  fore  and  main-yards, 
in  cafe  the  rigging,  or  chains,  by  which  thofe  yards  are  fufpended,  (hould 
be  (hot  away  in  the  time  of  battle  ;  a  circumdance  which  might  render 
their  fails  ufelefs  at  a  fealbn  when  their  alfidance  is  extremely  necelTary. 
See  the  article  Puddening. 

DOUBLE-BANKED,  the  fituation  of  the  oars  of  a  boat  when  two 
oppodte  ones  are  managed  by  ro-Ji-ers  feated  on  the  (ame  bench,  or  lhv:art. 
The  oars  are  al(b  faid  to  be  double-banked  when  two  men  row  upon  every 
fino-le  one. 

DOUBLING,  (doubler,  Fr.)  in  navigation,  the  aft  of  failing  round,  or 
paffing  beyond  a  cape  or  promontory,  fo  as  that  the  cape  or  point  of  land 
feparates  the  fhip  from  her  former  fituation,  or  lies  between  her  and  any 
didant  obferver. 

DOUBLING-NAILS,  amongd  fhipwrights,  the  nails  commonly  ufed 
to  fuden  the  lining  of  the  gun-ports,  &c. 

DOUBLING-UPON,  in  a  naval  engagement,  the  aft  of  enclofing  any 
part  of  a  hollile  fleet  between  two  fires,  or  of  cannonading  it  on  both 
fides. 

It  is  ufualiy  performed  by  the  van  or  rear  of  that  fleet  which  is  iuperior 
in  number,  taking  the  advantage  of  the  wind,  or  of  it's  fituation  and 
circumdances,  and  tacking  or  veering  round  the  van  or  rear  of  the  enemy, 
who  will  thereby  be  expoted  to  great  danger,  and  can  fcarccly  avoid  being 
thrown  into  a  general  confufion. 

DOWN,  (duyte,  Fr.)  heighths  on  the  fea-coad. 

DOWN-H.AUL,  (cakbai,  Fr.)  a  rope  palfrng  up  along  a  day  through, 
the  rings  of  tiic  ilay-lail,  and  tied  to  the  upper-corner  of  the  fail,  to  pull 
it  down,  when  they  arc  fiwrtening  Ikil. 

Down- 


DOW  D     R     O 

Down-haui.-Tacki.e,  a  complication  of  pullies  employed  to  pvill  down 
the  iiîain  or  fore-yard  in  a  trmpcll,  in  order  to  reef  tiie  fail.  It  is  tiled 
at  this  time,  becaiife  the  violence  of  the  wind  prevents  the  weight  of  the 
yard  from  having  it's  natural  eiVefl:,  of  defcending,  when  t)ie  ropes  by 
which  it  is  fiitpended  are  flackened. 

To  DOWSE,  (moltr,  Fr.)  to  lower  fuddenly  or  flacken  :  exprefled  of  a 
fail  in  a  fquall  of  wind,  an  extended  hawfcr,  &c. 

DK  ABLER,  an  additional  part  of  a  fail,  fometimcs  laced  to  the  bottom 
of  the  bounet  of  a  fquare-fail,  in  iloops  and  fchooners. 

DRAG,  (drague,  Fr.)  a  machine  confilting  or  a  fharp  fqiiare  iron  ring 
encircled  with  a  net,  and  commonly  ufed  to  rake  the  mud  off  from  the  plat- 
form or  bottom  of  the  docks,  or  to  clean  rivers.    See  plate  II.  fig.  35. 

DRAGGING  the  anchor,  the  ad  of  trailing  it  along  the  bottom,  after  it 
is  loofened  from  the  ground,  by  the  effort  of  the  wind  or  current  upon  the 
fhip,  communicated  to  the  cable.     See  the  .article  Anchor. 

DRAUGHT,  the  depth  of  a  body  of  water  neceluiry  to  float  a  fliip  -, 
hence  a  fliip  is  faid  to  draw  fo  many  feet  of  water,  when  flie  is  borne  up 
by  a  column  of  water  of  that  particular  depth.  Thus,  if  it  requires  a 
body  of  water,  whofe  depth  is  equal  to  twelve  fiet,  to  float  or  buoy  up  a 
Ihip  on  it's  furface,  flie  is  faid  to  draw  twelve  feet  water  -,  and  that  this 
draught  may  be  more  readily  known,  the  feet  are  marked  on  the  Item  and 
ftern-pofl:,  regularly  from  the  keel  upwards. 

DRAV/ING,  the  fl:ate  of  a  fail  when  it  is  inflated  by  the  wind,  fo  as 
to  advance  the  vcffel  in  her  courfe. 

DRESSING,  (faire  laforade,  Fr.)  the  aft  of  ornamenting  a  fhip  with  a 
variety  of  colours-,  as  enfigns,  flags,  pendents,  6cc.  dilplayed  trom  different 
parts  of  her  malls  and  rigging  on  a  day  of  fellivity. 

DRIFT,  {derive,  Fr.  from  drive)  in  navigation,  the  angle  which  the  line 
of  a  fliip's  motion  makes  with  the  nearefl:  meridian,  when  fhe  drives  with 
her  fide  to  the  wind  and  waves,  and  is  not  governed  by  the  power  of 
the  helm  :   it  alfo  implies  the  diftance  which  the  fliip  drives  on  that  line. 

A  fliip's  way  is  only  called  drift  in  a  fl:orm  -,  and  then,  wlien  it  blov/s  fo 
vehemently,  as  to  prevent  her  from  carrying  any  fail,  or  at  leall  refl:rains 
her  to  fuch  a  portion  of  fail  as  may  be  neceffary  to  keep  htr  fufficiently 
inclined  to  one  fide,  that  flie  may  not  be  difmafl:ed  by  her  violent  labouring, 
produced  by  the  turbulence  oi  the  fea. 

DRIVER,  an  oblong  fail,  occafionally  hoiflied  to  the  mizen-peak,  when 
the  wind  is  very  fair.  The  lower  corners  of  it  are  extended  by  a  boûm 
or  pole,  which  is  thruft  out  acrofs  the  fliip,  and  projeds  over  the  lee- 
quarter. 

DRIVING,  (abattre,  Fr.  drifan.  Sax.)  the  fl:ate  of  being  carried  at  ran- 
dom along  the  furface  of  the  water,  as  impelled  by  a  ftorm,  or  impetuous 
current  :  it  is  generally  expreffed  of  a  fhip  when,  accidentally,  broke  loofe 
from  her  anchors  or  moorings. 

DROP,  (etarcure,  Fr.)  a  name  fbmetimes  given  to  the  depth  of  the 
principal  fails  ;  as,  her  main-top-fail  drops  feventeen  yards. 

DUCKING, 


DUC  DUN 

DUCKING,  (baptême,  Fr.)  a  fort  of  marine  punifhment  inflided  by  tRe 
French  on  thofe  who  have  been  convifted  of  defertion,  blafphemy,  or  ex- 
citing fedition.  It  is  performed  as  toUows  :  the  criminal  is  placed  aftride  of 
a  fhort  thick  batten,  faftened  to  the  end  of  a  rope,  which  pafles  through  a 
block  hanging  at  one  of  the  yard-arms.  Thus  fixed,  he  is  hoifted  fuddenly 
up  to  the  yard,  and  the  rope  being  flackened  at  once,  he  is  plunged  into 
the  fca.  This  chailifement  is  repeated  feveral  times,  conformable  to  the 
purport  of  the  fentence  pronounced  againft  the  culprit,  who  has  at  that 
time  feveral  cannon-fhot  faftened  to  his  feet  during  the  punifhment,  which 
is  rendered  public  by  the  firing  of  a  gun,  to  advertile  the  other  fhips  of  the 
fleet  thereof,  that  their  crews  may  become  fpeftators.     Àubvi. 

Ducking,  is  alio  a  penalty  which  veteran  failurs  pretend  to  inflifb  on 
thofe,  who,  for  the  firft  time,  pafs  the  tropic  of  Cancer,  the  Equator,  or 
the  (ireights  of  Gibraltar,  in  conlequence  of  their  refulal  or  incapacity  to 
pay  the  ufual  fine  levied  on  this  occafion,  which  would  redeem  them  from 
the  laid  penalty. 

DUNNAGE,  (fardage,  Fr.)  a  quantity  of  faggots,  boughs  of  trees, 
or  other  loofe  wood,  laid  in  the  bottom  of  a  fliip,  either  to  raife  the  heavy 
goods  which  might  make  her  too  fliff,  or  to  keep  the  cargo  fufficiently  above 
the  bottom,  that  it  may  fuftain  no  damage  from  the  water,  if  the  fhip 
Ihould  prove  leaky. 


E. 


EAR  E     L     B 


E. 


EARINGS,  (rabans,  Fr.)  certain  fmall  cords  employed  to  faften  the 
upper  corners  of  a  fail  to  it's  refpeftive  yard  -,  for  which  purpofc  one 
end  of  the  earing  is  fpliced  to  the  cringle^  fixed  in  that  part  of  the  lail  ;  and 
the  other  end  of  it  is  pafled  fix  or  fcven  times  round  the  yard-arm  and 
through  the  cringle,  thereby  fattening  the  latter  to  the  former.  Two  of  the 
turns  are  intended  to  ftretch  the  upper-edge  of  the  fail  tight  along  the  yard  ; 
and  the  rell  to  draw  it  clofe  up  to  it.  The  former  are  therefore  called  ciitery 
and  the  latter  inner  turns,  as  being  pafled  without,  or  within  the  rigging, 
on  the  yard-arms. 

EASF^  the  Jhip  !  the  command  given  ,by  the  pilot  to  the  fteerfman,  to 
put  the  helm  clofe  to  the  lee-fide,  or,  in  the  fea-phrafe,  hard-a-lee,  when 
the  fhip  is  expeâied  to  pitch  or  plunge  her  fore-part  deep  in  the  water, 
while  clofe-hauled.  The  reafon  ukially  given  for  this  praclice  is,  that 
the  fiidden  movement  of  the  helm  prevents  the  fliip's  head  from  falling 
with  fo  much  weight  and  rapidity  into  the  hollow  of  the  lea,  as  ic  would 
do  otherwife  :  which  is  prcluming  that  the  flow  and  uncertain  effed  of 
the  helm  is  fufiicient  to  retard  the  certain  and  violent  aftion  of  gravity  :  a 
pofition  that  neceflarily  infers  a  very  fingular  theory  of  mechanics.  We 
Ihall  not  endeavour  to  advance  any  argument  in  favour  of  this  practice; 
only  to  remark,  that  it  is  mofl:  religioully  oblerved,  both  in  merchant-fliips 
and  his  Majelly's  navy. 

To  Ease  off,  or  Ease  awff^,  (molir,  filer,  Fr.)  to  flacken  gradually  any 
Angle  rope,  or  complication  of  ropes,  formed  into  a  tackle. 

EBB,  (juffcnt,  Fr.)  the  reflux  of  the  tide,  or  tlae  return  of  it  into  the  fea 
after  the  higheft  of  the  flood,  ufually  termed  full  fea,  or  high-water. 

EDDY,  (remoux,  Fr.  ed,  backw.ird,  again,  and  ea,  water.  Sax.)  the 
water  that,  by  fome  interruption  in  it's  courfe,  runs  contrary  to  the  direc- 
tion of  anv  river,  or  current,  and  appears  like  the  motion  of  a  whirl- 
pool. 

To  EDGE  aw^y,  {abbattrc,  Fr.)  in  navigation,  to  decline  gradually 
from  the  fliore,  or  from  the  line  of  the  courfe  which  the  fliip  formerly 
fl:eered  :  it  is  jiarticularly  applied  when  a  fliip  changes  her  courfe,  by 
failing  nearer  the  direction  of  the  wind  ;  or,  in  the  fea-language,  by  fail- 
ing/^jj-^r,  or  more  afore  the  wind,  than  flie  had  done  betore  that  ope- 
ration. 

ELBOW  in  the  hawfe,  a  particular  twift:  in  the  cables  by  which  a  fliip 
rides  at  anchor.  In  this  fituation  each  of  the  cables,  after  crofling  the 
other  before  the  fl;em,  is  direclcd  outwards  on  the  fame  bciv  from  which 

it 


E     AI     B  E     N     G 

it  iiïued  :  that  is  to  fay,  the  flarboard  cable  grows  out  on  the  ftarboard  bow, 
and  the  larboard  cable  on  the  larboard  bow,  as  exhibited  in  fig.  :>,G.  plate  II. 
where  a  exprefles  the  ibre-caftlc,  b  the  Hem,  c  c  tlie  larboard  cable,  and  d  d 
the  ftarboard  one.     See  the  article  Hawse. 

PIMBARGO,  (c.rrety  Fr.  embar^cir^  Sj^an.)  in  commerce,  an  arrcfl:  laid  on 
fliips  or  mcrchandife  by  public  authority,  or  a  prohibition  of  ftate,  com- 
monly iiïiied  on  foreign  iTiips,  to  prevent  their  putting  to  Tea  in  time  of  war; 
and  fometimes  to  prevent  their  coming  in,  and  otherwife  botli  to  prevent 
their  entrance  and  departure. 

EMBA-YED,  from  bay,  (encapê,  Fr.)  tlie  fituation  of  a  (hip  when  (he 
is  incloled  between  two  capes  or  promontories.  It  is  particularly  applied 
when  the  wind,  by  blowing  Ilrongly  into  any  bay  or  gulf,  makes  it 
extremely  difficult,  and  perhaps  impracticable  for  the  vcflel,  thus  encloied, 
to  claiv  ofl"  from  the  ihore,  fo  as  to  weatlier  the  capes  and  gain  tlie  offing. 

ENGAGEMENT,  in  a  naval  feni'e,  implies  a  particular  or  general 
battle  at  fea  ;  or  an  aélion  of  hoftility  between  fingle  fhips,  or  dctacbnentSy 
or  fquûdrons  of  fhips  of  war. 

In  order  to  have  a  clearer  idea  of  this  article,  it  will,  therefore,  be  ne- 
ceflary  that  the  reader  who  is  little  acquainted  with  the  fubjecl,  Ihould  pre- 
vioufly  refer  to  the  explanation  of  thofe  terms,  as  alio  to  the  articles  Can- 
non, Division,  Exercise,  Fleet,  and  Line  of  Battle. 

The  fea-fights  of  the  ancients  were  ufually  carried  on  in  two  different 
manners.  Advanced  by  the  force  of  their  oars,  the  gallies  ran  violently 
aboard  of  each  other,  and  by  the  mutual  encounter  of  their  beaks  and 
prows,  and  fometimes  of  their  fterns,  endeavoured  to  dafli  in  pieces,  or 
link  their  enemies. 

The  prow,  for  this  purpofe,  was  commonly  armed  with  a  brazen  point 
or  trident,  nearly  as  low  as  the  furface  of  the  feu,  in  order  to  pierce  the 
enemy's  lliips  under  the  water.  Some  of  the  gallies  were  furnifhed 
with  large  turrets,  and  other  acceffions  of  building,  either  for  attack 
or  defence.  The  foldiers  alfo  annoyed  their  enemies  with  darts  and 
flings,  and,  on  their  nearer  a[)proacli,  with  fwords  and  javelins;  and, 
in  order  that  their  miffive  weapons  might  be  diredted  with  greater  force 
and  certainty,  the  Ihips  were  equipped  with  lèverai  platforms,  or  elevations 
above  the  level  of  the  deck*.  The  fides. of  the  Ihip  were  fortified  with  a 
thick  fence  of  hides,  which  fervcd  to  repel  the  darci  of  their  advcrfarics, 
and  to  cover  their  own  foldiers,  wiio  thereby  annoyed  the  enemy  with 
greater  fecurity. 

As  the  invention  of  gun-powder  has  rendered  ufelefs  many  of  the  ma- 
chines employed  in  the  naval  wars  of  the  ancients,  the  greai  dift.mce  of 
time  h.as  alio  configned  many  of  them  to  oblivion  :  fome  few  are,  never- 
thelefs,  recorded  in  ancient  authors,  of  which  we  fliall  endeavour  to  pre- 
fcnt  a  fhort  defcription.     And  firfl:. 

The  AtXipiv  was  a  large  and  mally  piece  of  lead,  or  iron,  cad  in  the  form 
of  a  dolphin.    This  machine  being  iulpendcd  by  blocks  ut  their  mart  heads 

'   Liican. 

P  or 


E     N     G  E     N     G 

or  yard-arms,  ready  for  a  proper  occafion,  was  let  down  violently  from 
thence  into  the  advcrfc  fhips,  and  either  penetrated  through  their  bottom, 
and  opened  a  palî^ige  for  the  entering  waters,  or  by  its  weight  immediately 
funk  tlie  velTel. 

The  ii^nVavav  was  an  engine  of  iron  crooked  like  a  fickle,  and  fixed  on 
the  top  of  a  long  pole.  It  was  employed  to  cut  afunder  the  Jlhigs  of  the 
fail-yards,  and,  thereby  letting  the  i'ails  fall  down,  to  difable  the  veflei  from 
efcaping,  and  incommode  her  greatly  during  the  aftion.  Similar  to  this 
was  another  inftrument,  armed  at  the  head  with  a  broad  two-edged  blade 
of  iron,  wherewith  they  ufually  cut  away  the  ropes  that  faftened  the  rudder 
to  the  vefiel  *. 

Arabia  vaj,aa;^^a,  a  fort  of  fpears  or  maces  of  an  extraordinary  length,^ 
fomet'imes  exceeding  twenty  cubits,  as  appears  by  the  fifteenth  Iliad  of 
Homer  -|-,  by  whom  they  are  alio  called  jua/ja. 

KijaTai  were  certain  machines  ufcd  to  throw  large  ftones  into  the  enemies 
fliips. 

Vegetius  mentions  another  engine,  which  was  fufpended  to  the  main- 
maft,  and  refembled  a  battering-ram  ;  for  it  confided  of  a  long  beam,  and^ 
an  head  of  iron,  and  was,  with  great  violence,  puflied  againft  the  fides  of 
the  enemies  galleys. 

They  had  alfo  a  grappling-iron,  which  was  ufually  thrown  into  the  ad- 
verfe  (hip  by  means  of  an  engine  -,  this  inftrument  facilitated  the  entrance 
of  the  foldiers  appointed  to  board,  which  was  done  by  means  of  wooden 
bridges,  that  were  generally  kept  ready  for  this  purpofe  in  the  fore-part  of 
the  veflcl  j;. 

The  arms  ufed  by  the  ancients  rendered  the  difpofition  of  their  fleets  very 
different,  according  to  the  time,  place  and  circumftances.  They  generally 
confidered  it  an  advantage  to  be  to  windward,  and  to  have  the  fun  fiiining 
direftly  on  the  front  of  their  enemy.  The  order  of  battle  chiefly  depended 
on  their  power  of  managing  the  fliips,  or  of  drawing  them  readily  into 
form  v  and  on  the  fchemes  which  their  officers  had  concerted.  The  fleet 
being  compofcd  of  rowing  veflTels,  they  lowered  their  fails  previous  to  the 
aftion  -,  they  prefented  their  prows  to  the  enemy,  and  advanced  againft  each 
other  by  thé  force  of  their  oars  II.  Before  they  joined  battle,  the  admirals 
went  from  fliip  to  fliip,  and  exhorted  their  foldiers  to  behave  gallantly.  All 
things  being  in  readinefs,  the  fignal  was  difplayed  by  hanging  out  of  the 
admiral's  galley  a  gilded  ftiield,  or  a  red  garment  or  banner.  Durmg  the 
elevation  of  this  the  aftion  continued,  and  by  it's  depreflîon,  or  inclination 
towards  the  right  or  left,  the  reft  of  the  fliips  were  dircfted  how  to  attack,  or 
retreat  from  their  enemies.  To  this  was  added  tlie  found  of  trumpets,  whicb 
began  in  the  admiral's  galley,  and  continued  round  the  whole  navy.  The 
fight  was  alfo  begun  by  the  admiral's  galley,  by  grappling,  boarding,  and 

*  Vegetius. 
+  A  ponderous  mace,  with  lluds  of  iron  crown'd. 

Full  twenty  cubits  long  he  fwings  around.  Popr. 

J   See  the  note  on  the  following  page. 
U  Potter's  Archaeologia  Graeca.     De  Morogucs  Taftique  Navale. 

r  endeavotmng 


E     N     G  E     N     G 

endeavouring  to  overfet,  fink,  or  deftroy  the  adverfary,  as  we  have  above 
delcribed*.  Sometimes,  for  want  of  grappling-irons,  they  fixed  their  oars 
in  fiich  a  manner  as  to  hinder  the  enemy  from  retreating  f.  If  they  could 
not  manage  their  oars  asd  exteroufly  as  their  antagonifts,  or  fall  along-fide 

♦   Vt  primum  roftris  crepuerunt  obvia  rojira. 
In  ptippim  rediere  rates,  emiffaque  tela 

Acra  texcrunt,   'vacuumjue  cadentia pontum.  LvCan. 

Which  we  may  thus  tranflate  : 

The  beaks  encounter  with  a  thundering  found. 
Then  reeling,  from  the  mutual  fhock  rebound. 
The  javelins  fly  1    an  iron  tempeft  fvveeps 
The  darken'd  air,  and  covers  all  the  deeps  1 

•J-  Seque  tenent  remis,  toto  Jîetit  a-quore  helium. 
Jam  non  excujjls  torquentur  tela  lacerlis, 
Kec  longinqua  cadunt  jaculalo  'vulnera  ferro  ; 
Mifcentiirquc  matins,  na-vali  plurima  bcllo 
Enjts  agit  ;  Jlat  qui/qui  fuo  de  robore  puppis 
Promts  in  ad'verfos  iilus.  Luc  AN. 

Thus  tranflated  by  R  o  w  e  : 

^Others  by  the  tangling  oars  are  held. 

The  feas  are  hid  beneath  the  clofing  war, 

Nor  need  they  caft  their  javelins  now  from  far; 

With  hardy  ftrokes  the  combatants  engige. 

And  with  keen  faulchions  deal  their  deadly  rage  : 

Man  againll  man,  and  board  by  board,  they  lie. 

"  The  famous  machine  called  the  Corvus,  v/as  framed  after  the  following  manner:  They 
erefted  on  the  prow  of  their  veflels  a  round  piece  of  timber,  of  abouc  a  toot  ard  a  half 
diameter,  and  about  twelve  feet  long  ;  on  the  top  whereof  they  had  a  block  or  pulley. 
Round  this  piece  of  timber,  they  laid  a  ftage  or  platform  of  boards,  four  feet  broad,  and 
about  eighteen  feet  long,  which  was  well  framed,  and  faitcned  with  iron.  The  entrance 
was  longways,  and  it  moved  about  the  aforefaid  upright  piece  of  timber,  as  on  a  fpindle, 
and  could  be  hoilled  up  within  fi;  Icct  of  the  top:  about  this  was  a  fort  of  a  parapet,  knee 
high,  which  was  defended  with  upright  bars  of  iron,  (harpen'd  at  the-  end  ;  touards  :he  top 
whereof  there  was  a  ring  :  thr>  Jgh  this  ring,  fallening  a  rope,  by  the  help  of  the  pulley, 
they  hoirtcd  or  lowered  the  engine  at  ple.ilure  ;  and  To  with  it  attacked  tlie  enemy's  veflels, 
fometimes  on  their  bow,  and  fometimes  on  their  biond-fide,  as  occafio  i  beft  ferved.  When 
they  had  grappled  the  enemy  with  thole  iron  fpikes,  if  they  happen'd  to  fwing  broad-f:de  to 
broad-fiJe,  then  they  entered  from  nil  parts  ;  but  in  cafe  they  attacked  them  on  the  bow, 
they  entered  two  and  two  by  the  help  of  this  machine,  the  foreniofl  defending  the  fore- 
part, and  thofe  that  followed  the  flanks,  keeping  the  bofs  of  their  bucklers  level  with  th» 
top  of  the  parapet. 

"  To  this  purpofe  Polybius  gives  us  an  account  of  the  firll  warlike  preparations  which 
the  Romans  made  by  fea.  \Ve  may  add,  in  Ihort,  the  order,  which  they  obfervcd  in 
drawing  up  their  fieet  for  battle,  taken  from  the  fame  author.  The  two  Confuls  were  in 
the  tvvo  admiral  gallies,  in  the  front  of  their  two  diftiiift  fquaJrnns,  each  of  them  jull  a-hcad 
of  their  own  divifions,  and  abreall  of  each  other;  the  firll  divifiun  being  polled  on  the 
right,  the  fécond  on  the  left,  making  t^o  long  liles  or  lines  of  battle.  And,  whereas  it  was 
necefl'ary  to  give  a  due  fpace  between  each  galley,  to  ply  their  oars,  and  keep  clear  one  of 
another,  ancT  to  have  their  heads  or  prows  looking  fomewhat  outwards;  this  manner  of 
drawing  up  did  therefore  naturally  form  an  angle,  the  point  whereof  was  at  the  two  admiral 
gallies,  which  were  near  together;  and  as  their  two  lines  were  prolonged,  fo  the  dillancc 
grew  confequently  wider  and  wider  towards  the  rear.  But,  becaufc  the  naval  as  well  as  the 
land  army  confillcd  of  four  legions,  and  accordingly  the  Ihips  made  four  divifions,  two  of 
tksfe  were  yet  behind  ;  Of  which  the  tliird  fleet,  or  the  third  legion,  was  drawn  up  front- 

P   2  fo 


E     N     G  E     N     G 

fo  as  to  board  him,  they  penetrated  his  veflVl  with  the  brazen  prow.  The 
velTels  approached  each  other  as  well  as  their  circumdances  would  permit, 
and  the  Ibldiers  were  obliged  to  fight  hand  to  hand^  till  the  battle  was  de- 
cided :  nor  indeed  could  they  fight  otherwife  with  any  certainty,  fince  the 
ftiortcfl:  diftance  rendered  their  flings  and  arrows,  and  almoft  all  their 
ofFenfive  weapons,  incfi^eftiial,  if  not  ulelefs.  The  fquadrons  were  fome- 
times  ranged  in  two  or  three  right  lines,  parallel  to  each  other  ;  being 
feldom  drawn  up  in  one  line,  unlefs  when  formed  into  an  half  moon. 
This  order  indeed  appears  to  be  the  mofl:  convenient  for  rowing  veflcls, 
that  engage  by  advancing  with  their  prows  towards  the  enemy.  At 
the  battle  of  Ecnomus,  between  the  Romans  and  the  Carthaginians,  the 
fleet  of  the  former  was  ranged  into  a  triangle,  or  a  fort  of  wedge  in 
front,  and  towards  the  middle  of  it's  depth,  of  two  right  parallel  lines. 
That  of  the  latter  was  formed  into  a  redtangle,  or  two  fides  of  a  fquare, 
of  which  one  branch  extended  behind,  and,  as  the  opening  of  the  other 
profecuted  the  attack,  was  ready  to  fall  upon  the  flank  of  fuch  of  the  Ro- 
man gallies  as  fliould  attempt  to  break  their  line.  Ancient  hifliory  has 
prelerved  many  of  thefe  orders,  of  which  feme  have  been  followed  in  later 
times.  Thus  in  a  battle  in  A.  D.  1340,  the  Englifli  fleet  was  formed  in 
two  lines,  the  firfl:  of  which  contained  the  larger  fliips,  the  fécond  confifl;ed 
of  all  the  fmaller  vefl"els,  uled  as  a  referve  to  fupport  the  former  whenever 
neceflary.  In  1545  the  French  fleet  under  the  command  of  the  Marelchal 
d'Annebault,  in  an  engagement  with  the  Englifli  in  the  Channel,  was  arrang- 
ed in  tlie  form  of  a  crefcent.  The  whole  of  it  was  divided  into  three  bodies, 
the  center  being  compofed  of  thirty-fix  fhips,  and  each  of  the  wings  of 
thirty.  He  had  alfo  many  gallies  -,  but  thefe  fell  not  into  the  line,  being 
defigned  to  attack  the  enemy  occafionally.  This  laft  difpofition  was  con- 
tinued down  to  the  reigns  of  James  I.   and  Louis  XIII  *. 

Meanwhile  the  invention  of  gunpowder,  in  1330,  gradually  introduced 
the  ufe  of  fire-arms  into  naval  war,  without  finally  fuperfeding  the  ancient 
method  of  engagement.  The  Spaniards  were  armed  with  cannon  in  a  fea- 
fight  againfl:  the  Englifli  and  the  people  of  Poitou  abreafl:  of  Rochelle  in 
1372  -,  and  this  battle  is  the  firfl:  v/hercin  mention  is  made  of  artillery  in  our 
navies.  Many  years  elapfed  before  the  marine  armaments  were  fufficiently 
provided  with  fire  arms  +.    So  great  a  revolution  in  the  manner  of  fighting, 

uavs  in  the  renrof  the  firft  and  fecoud,  and  foftretching  along  from  point  to  point  compofed 
a  triangle,  whereof  the  third  line  was  the  bafe.  Their  velTels  of  burden,  that  carried  their 
horfcs  and  baggage,  were  in  the  rear  of  thefe  ;  and  were,  by  the  help  of  fmall  boats  pro- 
vided for  that  purpofe,  towed  or  drawn  after  them.  In  the  rear  of  all  was  the  fourth  fleet, 
called  the  Triarians,  drawn  up  likewife  in  rank  or  front-ways,  parallel  to  the  third  :  but 
thefe  made  a  longer  line,  by  which  means  the  extremities  ftretchcd  out,  and  extended  beyond 
the  mo  angles  at  the  bafe.  The  feveral  divifions  of  the  army,  being  thus  difpofed,  formed, 
as  is  faid,  a  triangle  ;  the  area  within  was  void,  but  the  bale  was  thick  ar.d  folid,  and  the- 
whole  body  quick,  adtive,  and  very  difficult  to  be  broken."     Kennctt  Aniiq.  Rome. 

*  De  Morogues  Tift.  Navale, 

•}■  "  The  ufe  of  powder  in  battle  was  not  edablifhcd  till  the  long  wars  of  Francis  I.  and 
Charles  V.  From  it's  invention  to  this  period,  both  the  machines  in  ufe  before  that  dif- 
covery,  and  thofc  which  that  difcovcry  introduced,  were  ufed  in  war  at  the  fame  time  ; 
and  even  fome  time  after  this  period,  both  forts  of  machines  wese  continued  in  ufe."  Le 
Blond's  Eltmcnts  ofif'ar, 

and. 


E     N     G  E     N     G 

and  which  neceiïarily  introduced  a  total  change  in  the  conftriiftion  of 
fhjps,  could  not  be  fuddenly  efFcfted.  In  fhort,  the  fquadrons  of  men  of 
war  are  no  longer  formed  of  rowing-veffcls,  or  compofed  of  gallies  and 
fhips  of  the  line,  but  intirely  of  the  latter,  which  engage  under  fail,  and 
dikharge  the  whole  force  of  their  artillery  from  their  fides.  Accordingly 
they  are  now  difpofed  in  no  other  form  than  that  of  a  right  line  parallel  to 
the  enemy  -,  every  fliip  keeping  clofe-hauled  upon  a  wind  on  the  fame  tack. 
Indeed  the  difference  between  the  force  and  manner  of  fighting  of  fhips 
and  gallies  rendered  their  fervice  in  the  fame  line  incompatible.  Wlicn 
we  confider  therefore  the  change  introduced,  both  in  the  conftruftion  arid 
working  of  fhips,  occafioned  by  the  ufe  of  cannon,  it  neccflarily  follows, 
that  fquadrons  ot  men  of  war  mull;  appear  in  the  order  that  is  now  gene- 
rally adopted.  Finally,  the  fhips  ought  to  prefent  their  broad  fides  to  the 
enemy  ;  and  to  fail  cloic  upon  a  wind  in  the  wake  of  each  other  -,  as  well 
to  retain  their  own  uniformity,  as  to  preferve  or  acquire  the  advantage 
which  the  wcather-gi^ge  gives  them  over  tiieir  adverfary  *. 

The  machines  which  owe  their  rife  to  the  invention  of  gun-powder  have 
now  totally  fupphinted  the  others  -,  fo  that  there  is  icarce  any  but  the  fword 
ri'maining,  of  all  the  weapons  uled  by  the  ancients.  Our  naval  battles  are 
tlierefore  almoft  always  decided  by  fire-arms,  of  which  tiiere  are  lèverai 
kinds,  known  by  the  general  name  of  artillery. 

In  a  fiiip  of  war  fire-arms  are  diftinguiflied  into  cannon  mounted  on 
carriages,  fwivel-cannon,  grcnadocs,  and  mufquetry.  The  firll  has  been 
already  defcribcd  at  large  in  it's  proper  place.  The  fécond  is  a  Imall  piece 
of  artillery,  carrying  a  fliot  of  half  a  pound,  and  fixed  in  a  locket  on 
the  top  of  the  fiiip's  fide,  llern,  or  bow,  and  alfo  in  her  tops.  The  trun- 
nions of  this  piece  are  contained  in  a  fort  of  iron  crotch,  whole  lower-end 
terminates  in  a  cylindrical  pivot  refting  in  the  locket,  fo  as  to  hipport 
the  weight  of  the  cannon.  I'he  focket  is  bored  in  a  Itrong  piece  of  oak, 
reinforced  with  iron  hoops,  in  order  to  enable  it  to  fultain  the  recoil.  By 
me.ms  of  this  frame,  which  is  called  the  fwivcl,  and  an  iron  handle  on  it's 
cafcabel,  the  gun  may  be  direfted  by  hand  to  any  objecft.  It  is  thcrei'orc 
very  neceflûiry  m  the  tops,  particularly  when  loaded  with  mufliet-balls,  to 
fire  down  on  the  upper-decks  of  the  adverfary  in  a(flion. — TheGrenadce 
is  a  kind  of  little  fhell  of  the  fame  diameter  as  a  four-pound  bullet;  it 
weighs  about  two  pounds,  being  charged  v/ith  four  or  five  ounces  of  pow- 
der.—  Grenadoes  are  thrown  from  the  tops  by  the  bands  of  the  fean-en. 
They  have  a  touch-hole  in  ihc  fame  manner  as  a  fliel!,  and  a  fulee  of  the 
fame  compofition.  See  Mortar.  The  failor  fires  the  fufc  with  a  match, 
and  throws  the  grenadoe  as  he  is  diredled  :  the  pov/der  being  inflamed,  the 
flicll  iiillantly  burfts  into  fplinters,  that  kill  or  n^aim  whomfcever  they 
reach  on  the  decks  of  the  enemy.  As  this  machine  cannot  be  thrown  by 
hand  above  fificen  or  fixtccn  fathoms,  the  Ihip  mult  be  pretty  near,  to 
render  it  uîeful  in  battle. — The  mulket  or  firelock  is  fo  well  known,  that 
it  appears  unnecefTary  to  delcribe  it  in  this  place. — Befidcs  thefe  maciiines,. 

•  Dc  Morogues  Tadl.  Na/alc. 

there 


E     N     G  E     N     G 

there  are  feveral  others  iifed  in  mercliant-diips  and  privateers,  as  coehorns, 
carabines,  fire-arrows,  organs,  powder-flafks,  Itink-pots,  &c.  * 

Since  a  general  engagement  of  fleets  or  fquadrons  of  fhips  of  war  is 
nothing  clfc  than  a  variety  of  particular  aftions  of  finglc  fhips  with  each 
other,  in  a  line  of  battle  -,  it  appears  neceflary,  according  to  the  plan  of 
this  work,  to  begin  by  defcribing  the  latter,  and  then  proceed  to  reprefent 
the  iifiial  manner  of  conducing  the  former. 

The  whole  oeconomy  of  a  naval  engn2:ement  may  be  arranged  under  the 
following  heads,  viz.  the  preparation  ;  the  adtion  ;  and  the  repair,  or  re- 
fitting for  the  purpofes  of  navigation. 

The  preparation  is  begun  by  iiTuing  an  order  to  clear  the  fhip  for  aftion, 
which  is  repeated  by  the  boatfwain  and  his  mates  at  all  the  hatdr^ays-,  or 
ftair-cafes,  leading  to  the  different  batteries.  As  the  management  of  the 
artillery  in  a  vcflll  of  war  requires  a  confiderable  number  of  men,  it  is 
.evident  that  the  officers  and  failors  mull  be  reftrained  to  a  narrow  fpace  in 
their  ufual  habitations  in  order  to  preferve  the  internal  regularity  of  the 
fhip.  Hence  the  hammocs,  or  hanging-beds,  of  the  latter  are  crowded  to- 
gether as  dole  as  poffible  between  the  decks,  each  of  them  being  limited 
to  the  breadth  of  fourteen  inches.  They  are  hung  parallel  to  each  other, 
in  rows  ftretching  from  one  fide  of  the  fiiip  to  the  other,  nearly  throughout 
her  whole  length,  fo  as  to  admit  of  no  paflage  but  by  (looping  under  them. 
As  the  cannon  therefore  cannot  be  worked  while  the  hammocs  are  fuipended 
in  this  fituation,  it  becomes  neceflary  to  remove  them  as  quick  as  p  ofllbl. 
By  tliis  circumibnce  a  double  advantage  is  obtained  :  the  batteries  of  can- 
non are  immediately  cleared  of  an  incumbrance,  and  the  hammocs  are 
-converted  into  a  Ibrt  of  parapet,  to  prevent  the  execution  of  fmall  fliot  on 
.the  quarter-deck,  tops,  and  fcre-coftle.  At  the  fummons  ot  the  boatfwain. 
Up  all  hammocs  !  every  failor  repairs  to  his  own,  and,  having  flowed  his 
bedding  properly,  he  cords  if  firmly  with  a  laflnng,  or  line,  provided  for 

•  "  The  carabine  is  a  fort  ofmufquetoon,  the  barrel  of  which  is  rifled  fpirally  from  the 
Lreech,  fo  chat  when  the  ball,  which  is  forced  into  it,  is  again  driven  out  by  ilie  (Irength  of 
the  pouder,  it  is  Lngthcntd  about  the  breadth  of  a  finger,  and  marked  with  the  rifle  of  the 
tore.     Thiî  piec;  has  an  iron  r:-.Timer. 

"  The  barrel  cf  the  carabine  is  ihrce  feet  long,  including  the  (lock.  It  has  a  much  greater 
range  than  the  fuf  !  or  miiflcet,  bccaufe  the  rifle  of  the  barrel  impedes  the  ball,  which  thereby 
makes  ihe  greater  rcfiftancc  at  the  firft  inflammation  of  the  powder,  arc  giving  time  for  the 
whole  charge  to  take  fire  before  it  goes  out  of  the  bore,  it  is  at  length  thrown  out  with  greater 
force  than  from  tiic  common  mufket."     l.c  BhiuVs  Elements  cfJl'ar. 

The  coehorn  is  a  fort  cf  fmall  mortar,  fixed  on  a  fwivcl,  and  particularly  ufcd  to  dif- 
chargc  grenadoes,  or  call  bullets  from  clofe  quarters  in  merchant  vcflels  when  boarded. 

The  fire  arrow,  dard  ii  feu,  is  a  fmall  iron  dart  furnilhcd  with  fprings  and  bars,  together 
with  a  match,  impregnatcil  with  powder  and  fulphur,  which  is  wound  about  it's  fhafi.  It  is 
intended  to  fire  the  fails  of  the  enemy,  and  is  for  this  purpofe  difcharged  from  a  mufquetion 
or  fwivcl  gun.  The  match  being  kindled  by  the  explofion,  communicates  the  flansc  to  the 
fail  againll  which  it  is  diredled,  where  the  arrow  i;  failened  by  means  of  it's  bars  and  fprings. 
As  this  is  peculiar  to  hot  climates,  particularly  the  Weft  Indies,  the  fails,  being  ext.emcly 
dry,  are  inflant'y  inflamed,  and  of  courfe  convey  the  fire  to  the  marts  and  rigging,  ani 
fin.illy  to  the  veflel  itfclf 

'i"he  Powder-fiaflc  and  ftink-pot  are  defcribed  in  the  article  Boarding  :  and  the  organ  is 
no  other  than  a  machine  confifting  of  fix  .or  feven  mufket  barrels  fixed  upon  one  flock,  fo  as 
to  be  fired  all  at  once. 

that 


E     N     G  E     N     G 

that  purpofe.  He  then  carries  it  to  the  quarter  deck,  poop,  or  forecaftle,- 
or  wherever  it  may  be  neceflary.  As  each  fide  of  the  quarter-deck  and 
poop  is  furnifhed  with  a  double  net-work,  fupported  by  iron  cranes  fixed 
immediately  above  the  gunnel,  or  top  of  the  fhip's  fide,  the  hammocs  thus 
corded  are  firmly  (lowed  by  the  quarter-mafter  between  the  two  parts  of 
the  netting,  fo  as  to  form  an  excellent  barrier.  The  tops,  waift,  and 
forecaftle  are  then  fenced  in  the  fame  manner. 

Wiiillt  tliefe  offices  are  performed  below,  the  boatfwain  and  his  mates 
are  employed  in  fccuring  the  fail-yards,  to  prevent  them  from  tumbling 
down  when  the  fhip  is  canonaded,  as  fhe  might  thereby  be  difablcd,  and 
rendered  incapable  of  attack,    retreat,  or  purfuit.     The  yards  are  now 
likewife  fecured  by  ftrong  chains,  or  ropes,  additional  to  thofe  by  which 
they  are  ufually  fufpended.     The  boatfwain  alfo  provide:  the  necefiary  ma- 
terials to  repair  the  rigging,  wherever  it  may  be  damaged  by  the  fiiot  of 
the  enemy-,  and  to  liipply  whatever  parts  of  it  may  be  entirely  deftroyed. 
The  carpenter  and  his  cie'v  in  the  mean-while  prepare  his  fliot-plugs  and 
mauls,  to  clofe  up  any  dangerous  breaches  that  may  be  made   near  the 
furface  cf  the  v^zicr  ;   and  provide  the  iron-work  neceflary  to  refit  the 
chain-pumps,  in  cafe  their  machinery  fliould  be  wounded  in  the  engage- 
ment.    The  gunner  with  his  mates  and  quarter-gunners  is  bufied  in  exa- 
mining the  cannon  of  the  different  batteries,  to  fee  that  their  charges  are 
thoroM^hly  dry  and  fit  for  execution:  to  have  every  thing  ready  for  fur- 
nifhing  the  great  guns  and  fmall  arms  with  powder,  as  foon  as  the  attioa 
begins  :  and  to  keep  a  fufficient  number  of  cartridges  continually  filled, 
to  fupply  the  place  of  thofe  expended  in  battle.     The  mafter  and  his  njates 
are  attentive  to  have  the  fails  prooerly  trimmed,  according  to  the  fituation 
of  the  fliip  -,  and  to  reduce  or  muUiply  them,  as  occafion  requires,  with, 
all  pofilble  expedition.     The  lieutenants  vifit  the  different  decks,   to  fee 
that  they  are  effectually  cleared  of  all  incunibrance,   fo  that  nothing  may 
retard  the  execution  of  the  artillery  :  and  to  enjoin  the  other  officers  ta 
diligence  and  alcrtncfs,  in  making  the  neccfl"ary  difpofitions  for  the  expect- 
ed engagement,  fo  that  every  thing  may  be  in  readinefs  at  a  moment's 
warning. 

When  the  hoftilc  lliips  have  approached  each  other  to  a  competent  dif- 
tance,  the  drums  beat  to  arms,  I'he  boatfwain  and  his  mates  pipe,  all  hûmîs 
to  quarters  !  at  every  hatchway.  All  the  puions  appointed  to  manage  the 
great  guns  immediately  repair  to  their  refpedtive  itations.  The  crows,  hand- 
fpecs,  rammers,  fpunges,  powder-horns,  matches  and  train  tackles,  are  placed 
in  order  by  the  fide  of  every  cannon.  The  hatches  are  imn.ediatcly  laid, 
to  prevent  any  one  from  deferting  his  poil  by  elcaping  into  the  lower  apart- 
ments. The  marines  are  drawn  up  in  rank  and  file,  on  the  quarter-deck, 
poop  and  fore-callle.  The  lalhings  of  the  great  guns  are  call  loofe,  and 
the  tompiuns  withdrawn.  The  whole  artillery,  above  and  below,  is  rua 
out  at  the  ports,  and  levelled  to  the  point-blank  range  ready  for  firing. 

I'hc  necefTary  preparations  being  completed,  and  the  officers  and  crew 
ready  at  their  relpedlive  llations,  to  obey  the  order,  the  commencement  of 
the  action  is  determined  by  the  mutual  dittance  and  ficuation  of  the  adverfe 

fliips. 


E     N     G  E     N     G 

fhips,  or  by  the  fignal  froir  the  commander  in  chief  of  the  fleet  or  fquadron. 
The  cannon  being  levelled  in  paiallel  rows,  projeâiing  from  the  Ihip's  lide, 
the  moll  natural  order  of  battle  is  evidently  to  range  the  fliips  abrcaft  of 
each  other,  elpecially  if  the  engagement  is  general.  The  molt  convenient 
diftance  is  properly  within  the  po:nt-blank  range  of  a  mulkct,  fo  that  all 
the  artillery  may  do  effectual  execution. 

The  combat  iifually  begins  by  a  vigorovis  cannonade,  accompanied  with 
tlie  whole  efforts  of  the  fwivcl-guns  and  the  fmall-arms.  The  method  of 
tiring  in  platoons,  or  voUics  of  cannon  at  once,  appears  inconvenient  in 
the  Ica-fervice,  and  perhaps  ilioiild  never  be  attempted,  unlefs  in  the  bat- 
tering of  a  fortification.  The  fides  and  decks  of  the  lliip,  although  I'uf- 
ficiently  ftrong  for  all  the  purpofes  of  war,  would  be  too  much  ihakcn  by 
fo  violent  an  explofion  and  recoil.  The  general  rule  obferved  on  this  oc- 
cafion  throughout  the  fliip,  is  to  load,  fire,  and  fpungc,  the  guns  with  all 
pofllble  expedition,  yet  without  confufion  or  precipitation.  The  captain 
of  each  gun  is  particularly  enjoined  to  fire  when  the  piece  is  properly  di- 
rected to  it's  objcft,  that  the  lliot  may  not  be  fruitleisly  expended.  The 
lieutenants,  wiio  command  the  different  batteries,  traverfe  the  deck  to  fee 
that  the  battle  is  profccuted  with  vivacity  -,  and  to  exhort  and  animate  the 
men  to  their  duty.  The  midfhipmen  fécond  thefe  injundions,  and  give 
the  necelTary  afTiitance  wherever  it  may  be  required,  at  the  guns  committed 
to  their  charge.  The  gunner  fliould  be  particularly  attentive  that  all  the 
artillery  is  iufHciently  fupplicd  with  powder,  and  that  the  cartridges  are 
<:arefully  conveyed  along  the  decks  in  covered  boxes.  The  havock  produced 
by  a  continuation  of  this  mutual  affault  may  be  readily  conjcdtured  by  the 
reader's  imagination  :  battering,  penetrating,  and  fplintering  the  fides  and 
decks  ;  fliattering  or  dilmounting  the  cannon  ;  mangling  and  dellroying  the 
rigging  ;  cutting  afunder,  or  carrying  away  the  malts  and  yards  -,  piercing 
and  tearing  the  fails  fo  as  to  render  them  ufelels  ;  and  wounding,  diiabling, 
or  killing  the  Ihip's  company  !  The  comparative  vigour  and  rcfolution  of 
the  aJTailants  to  etfecft  thefe  pernicious  confequences  in  each  other,  generally 
determine  their  luccefs  or  deteat  :  I  fay  generally,  becaufe  the  fate  of  the 
combat  may  fometimes  be  decided  by  an  unforeiccn  incident,  equally  for- 
tunate for  the  one  and  fatal  to  the  other.  The  defeated  fliip  having  ac- 
knowledged the  viftory,  by  ftriking  her  colours,  is  immediately  taken  pof- 
ielTion  of  by  the  conqueror,  who  lecures  her  officers  and  crew  as  prilbners 
in  his  own  iliip  -,  and  invefts  his  principal  officer  with  the  command  of  the 
prize  until  a  captain  is  appointed  by  the  commander  in  chief. 

The  engagement  being  concluded,  they  begin  the  repair  :  the  cannon 
are  fecured  by  their  breechings  and  tackles,  with  all  convenient  expedition. 
Whatever  fails  have  been  rendered  unferviceable  are  unbent  ;  and  the  woun- 
ded mafts  and  yards  ftruck  upon  the  deck,  znàffied,  or  replaced  by  others. 
The  Handing  rigging  is  knotted,  and  the  running  rigging  Ipliced  wherever 
neceffary.  Proper  fails  are  bent  in  the  room  of  thoi'e  which  have  been  dif- 
placed  as  ufelefs.  The  carpenter  and  his  crew  are  employed  in  repairing 
the  breaches  made  in  the  fhip's  hull,  by  fliot-plugs,  pieces  of  plank,  and 
fhcet  leacL     The  gunner  and  his  affiftants  are  bufied  in  repknilliing  the 

5  allotted 


E     N     G  E     N     G 

allotted  number  of  charged  cartridges,  to  fiipply  tlie  place  of  tliofe  which 
have  been  expended,  and  in  refitting  whatever  furniture  of  the  cannon  may 
have  been  damaged  by  the  late  action. 

Such  is  the  ufual  procefs  and  confequences  of  an  engagement  between 
two  fl:ips  ot  war,  which  may  be  confidered  as  an  epitonie  of  a  general 
battle  between  fleets  or  fquadrons.  The  latter,  however,  involves  a  greater 
variety  of  incidents,  and  neceflarily  requires  more  comprehenfive  fl<ill  and 
judgment  in  the  commanduig  officer. 

When  the  admiral,  or  commander  in  chief,  of  a  naval  armament  has 
difcovered  an  enemy's  fleet,  his  principal  concern  is  ufually  to  approach 
it,  and  endeavour  to  come  to  adion  as  foon  as  pofllble.  Every  inferior 
confidcration  muft  be  facrificed  to  this  important  objecb  ;  and  every  rule 
of  adlion  fliould  tend  to  haflen  and  prepare  for  fo  material  an  event.  The 
ftate  of  the  wind,  aod  the  fituacion  of  liis  adverfary,  will,  in  lome  meafure, 
diftate  the  conduct  necefi'ary  to  be  purfucd  with  regard  to  the  dilpofition 
of  his  fliips  on  this  occafion.  To  facilitate  the  execution  of  the  admiral's 
orders,  the  whole  fleet  is  ranged  into  three  fquadrons,  each  of  which  is 
clafl!ed  into  three  divifions,  under  the  command  of  difl^erent  officers.  Be- 
fore the  action  begins,  the  adverfe  fleets  are  commonly  drawn  up  in  two 
lines,  parallel  to  each  other,  and  clofehauled.  We  have  endeavoured  to 
explain  the  propriety  and  neceflity  of  this  difpofuion  in  the  article  Line. 
As  foon  as  the  admiral  difplays  the  figiial  for  the  line  of  battle,  the  feve- 
ral  divifions  feparate  from  the  column.s,  in  which  they  were  difpofed  in 
the  ufual  order  of  failing,  and  every  fiiip  crowds  into  it's  dation  in  the 
Kiike  of  the  next  a-head  :  and  a  proper  diftance  from  each  other,  which 
is  generally  about  fifty  fathom,  is  regularly  obferved  from  the  van  to  the 
rear.  The  admiral,  however,  will,  occafionally,  contradl  or  extend  his 
line,  fo  as  to  conform  to  the  length  of  that  of  his  adverfary,  whole  neg- 
Icft,  or  inferior  fkill,  on  this  occafion,  he  will  naturally  convert  to  his 
own  advantage;  as  well  as  to  prevent  his  own  line  from  being  doubled  upon, 
a  circumllance  wiiich  might  thr',w  his  van  and  rear  into  confufion. 

When  the  adverl'e  fleets  approach  each  other,  the  courfes  are  commonly 
hauled  up  in  the  brails,  and  tht  top-gallant  fails  and  (lay  Jails  furled.  The 
movement  of  each  fhip  is  chiefly  rcgularcf!  by  the  main  and  fore-top  fails, 
and  the  jib;  the  mizcn-top  fail  being  relcrved  to  haften  or  retard  the  courfe 
of  the  fhip,  and,  in  fine,  by  Jiuitig  or  baiknig^  bcijling  or  kzverhig  it,  to 
determine  her  velocity. 

The  frigates,  tenders,  and  fire-fhips,  being  alfo  hauled  upon  a  wind,  lie 
at  fomc  diftance,  ready  to  cxecutue  the  admiral's  orders,  or  thofc  ot  his 
féconds,  leaving  tiie  line  of  battle  between  them  and  the  enemy.  If  there 
are  any  tranfports  and  llore-thips  attcnd-mt  on  the  fleet,  thefe  are  difpofed 
at  a  flill  further  diftance  from  the  fcene  of  adion.  If  the  fleet  is  f'upcrior 
in  number  to  that  of  the  enemy,  the  admiral  ufually  lelefts  a  body  of  re- 
fcrve  from  the  diflx-rcnt  fquadrons,  which  will  always  be  of  ufe  to  cover 
the  fire-fhips,  bomb-vefllls,  &c.  and  may  fall  into  the  line  in  any  cafe  of 
necefTity  :  thefe  alio  arc  flationed  at  a  convenient  diftance  from  the  line, 
and  fhould  evidently  be  oppofice  to  the  wcakert  parts  thereof. 

Q^  And 


E     N     G  E     N     G 

And  here  it  may  not  be  improper  to  oblervc,  witlï  an  ingenious  French 
author  *,  that  order  and  dilcipline  give  additional  Ilrength  and  activity  to 
a  fleet.  If  thus  a  double  advantage  is  acquired  by  every  fleet,  it  is  certainly 
more  favourable  to  the  inferior,  which  may  thereby  change  it's  difpofition 
with  greater  facility  and  difpatch  than  one  more  numerous,  yet  without 
being°feparatcd.  When  courage  is  equal  to  both,  good  order  is  then  the 
only  refource  of  the  fmaller  number.  Hence  we  may  infer  that  a  fmaller 
fquadron  of  Ihips  of  war,  whole  officers  are  perfectly  difciplincd  in  working 
their  fhips,  may,  by  it's  fuperior  dexterity,  vanquilh  a  more  powerful  one, 
even  at  the  commencement  of  the  fight-,  becaufe  the  latter  being  leis  ex- 
pert in  the  order  of  battle,  will,  by  it's  feparation,  fuff'er  many  of  the  fliips 
to  remain  ufelcfs  or  not  fufiicicntly  near  to  proted  each  other  f. 

The  fignal  for  a  general  engagement  is  ufually  difplayed  when  the  op- 
pofite  fleets  are  fufficiently  within  the  range  of  point-blank  fliot,  fo  that 
they  may  level  the  artillery  with  certainty  of  execution,  which  is  near 
enough  for  a  line  of  battle.  The  aélion  is  begun  and  carried  on  through- 
out the  fleet,  in  the  manner  we  have  already  dcfcribed  between  fingle  fhips, 
at  which  time  the  admiral  carries  little  fail,  obferving,  however,  to  regu- 
late his  own  motions  by  thofe  of  the  enemy.  The  fliips  of  the  line  mean 
while  keep  clofe  in  their  flations,  none  of  which  fhould  hefitate  to  advance 
in  their  order,  although  interrupted  by  the  fituation  of  fome  fliips  a-head, 
which  has  negligently  fallen  altern  of  her  dation. 

Such  is  now  the  practice  of  naval  war,  that  the  nerefl"ary  order  of  battle, 
and  the  fabric  of  our  Ihips,  very  feldom  permit  the  aflault  of  boardings 
wnlefs  in  fmgle  actions.  No  captain  ought  therefore  to  abandon  his  fta- 
tion  in  the  line,  under  any  pretence  whatfoever,  unlefs  his  fhip  is  too 
much  difabled  to  continue  the  combat.  The  fmall  quantity  of  fail  carried 
on  this  occafion  will  permit  the  bulk  of  the  fleer,  although  fomewhat  im- 
paired, to  continue  their  cannonade  a  long  time  without  quitting  the  line. 

An  ambition  to  diftinguifli  himfelf  lîiould  never  feduce  any  captain  to 
break  the  line,  in  order  to  atchieve  any  diflrant  enterprize,  however  the 
profpedt  may  flatter  him  with  fuccefs.  He  ought  to  wait  the  fignal  of  the 
admiral,  or  his  commanding  officer  ;  becaufe  it  is  more  eflcntial  to  preferve 
the  regularity  of  a  clofe  line,  which  conllitutes  the  principal  force  of  the 
fleet,  than  to  profecute  a  particular  aétion,  which,  although  brilliant  in 
itfelf,  has  feldom  any  material  confequences,  unlefs  it's  objeét  is  to  feize  a 
flao--ihip,  and  even  this  can  only  be  juftified  by  fuccefs  J. 

The  various  exigencies  of  the  combat  call  forth  the  fkill  and  refources. 
of  the  admiral,  to  keep  his  line  as  complete  as  poffible,  when  it  has  been 
unequally  attacked  -,  by  ordering  fhips  from  thofe  in  referve,  to  fupply  the 
place  of  others  which  have  futfered  greatly  by  the  aftion  ;  by  direding  his 

•  M.  De  Morogues. 

f  The  Gauls,  fays  Vegetius,  had  the  advantage  of  the  Romans,  in  their  numbers:  the 
Germans  have  tlieir  ftature  ;  the  Spaniards  their  firength  and  numbers  united  ;  the  Africans 
their  art' lice  and  opulence  ;  the  Greeks  their  policy  and  prudence;  but  the  Romans  have 
triumphed  over  all  by  their  difcipline. 

X  M.  De  Morogues- 

fire- 


E     N     G  E     N     G 

fire-fhips  at  a  convenient  time  to  fall  aboard  the  enemy  -,  by  detaching  fhips 
from  one  part  of  the  line  or  wing  which  is  ftronger,  to  another  which  is 
greatly  prcfled  by  fiiperior  force,  and  requires  alTillance.  His  vigilance  is 
ever  neceffhry  to  review  the  fituaticn  of  the  enemy  from  van  to  rear,  every 
motion  of  whom  he  flioiild,  if  pofTible,  anticipate  nnd  frufrrat;.  He 
Ihould  feize  the  tavoiirable  moments  of  occafion,  vhicu  are  rap'J  in  their 
progrefs,  and  never  return.  Far  from  being  difconcerted  by  r.ny  unfore- 
feen  incident,  he  flioiild  endeavour,  if  pofilblc,  to  make  it  f.ibfcrviait  to  his 
defign.  His  experience  and  reflcdtion  will  naturally  furn-fli  him  with  every 
method  of  intelligence  to  difcover  the  flate  of  his  diffcixnt  fquadrons  end 
divifions.  Signals  of  enquiry  and  anfwers  ;  of  requeft  and  affent  -,  of  com- 
mand and  obedience  ;  will  be  difpjayed  and  repeated  on  this  occafion. 
Tenders  and  boats  will  alfo  continually  be  detached  between  the  admiral 
and  the  commanders  of  the  feveral  fqundrons  or  divifions. 

As  the  danger  prefies  on  liim,  he  ought  to  be  fortified  by  refolution  and 
prefence  of  mind,  bccaufe  the  whole  fleet  is  committed  to  h;s  charge,  and 
the  conducl  of  his  officers  may,  in  a  great  degree,  be  influenced  by  his  in- 
trepidity and  perfeverance.  In  fliort,  his  renown  or  infamy  may  depend  on 
the  fate  of  the  day. 

If  he  conquers  in  battle,  he  ought  to  profecute  his  vidlory  as  much  as 
pofiible,  by  feizing,  burning,  or  otherwife  deilroying  the  enemies  fliips.  If 
he  is  defeated,  he  fhould  endeavour,  by  every  refource  his  experience  can 
fuggcll,  to  fave  as  many  of  his  fleet  as  poffible  ;  by  employing  his  ten- 
ders, &c.  to  take  out  the  wounded  and  put  frelh  men  in  tiieir  places  ;  by 
towing  tlie  dilabled  Ihips  to  a  competent  difl:ancc,  and  by  preventing  the 
execution  of  the  enemies  fire-fliips.  In  order  to  retreat  with  more  fccurity, 
he  may  judge  it  expedient  to  range  his  fleet  into  the  form  of  an  half-moon, 
placing  himfelf  in  the  centre.  By  this  difpofition  the  enemy's  Hiips  which 
attempt  to  fall  upon  his  rear,  will  at  once  expofe  thcmlelves  to  the  fire  of 
the  admiral,  and  his  féconds,  in  a  difadvantageous  fituation  ;  a  circum- 
fl:ance  which  v.ill  ferve  to  facilitate  the  cfcape  of  his  own  fliips,  and  retard 
the  purt'uit  of  ihofe  of  his  adversary. 

If  his  fleet  is  too  much  extended  by  this  arrangement,  the  wings  or  quar« 
ters  are  eafily  clofcd,  and  the  half-moon  rendered  more  complete-,  in  tlic 
inidfl:  of  which  may  be  placed  his  flore-fliips,  tenders,  4?cc.  ]n  flying,  or 
retreating,  the  uncertainty  of  the  weather  is  to  be  confidcred  :  it  may  become 
calm,  or  the  wind  may  inift  in  his  favour.  His  fchcmes  may  be  afllftcd 
by  the  approach  of  night,  or  the  proximity  of  the  land  ;  and  he  ought  rather 
to  run  the  fliips  afliore,  if  pradticnblc,  than  luftcr  them  to  be  taken  afloat, 
and  thereby  transfer  additional  ftrength  to  the  enemy.  In  fliort,  nothing 
ihould  be  neglefted  that  may  contribute  to  the  prefervation  of  his  fleet,  or 
prevent  any  part  of  it  from  falling  into  the  hands  of  the  conqueror. 

By  what  we  have  obferved,  the  real  force,  or  lupcriority,  of  a  fleet  con- 
fifls  lefs  in  the  number  of  vefllls,  and  the  vivacity  of  the  aiition,  than  in 
good  order,  dexterity  in  working  the  fliips,  prefence  of  mind,  and  Ikilful 
fonduft  in  the  commanders. 

0^2  ENSIGN, 


ENS 


EXE 


ENSIGN,  (pavillofj  de  pouppe,  enfeignc,  Fr.)  a  large  ft.mdard,  or  banner, 
hoifted  on  a  long  pole  creeled  over  the  poop,  and  called  the  cnfign-ftaff". 

The  enfign  is  iiied  to  diilinguifli  the  (hips  of  different  nations  from  each 
other,  as  alTo  to  charafterife  tlu- different  fqiiadrons  of  the  navy. 

The  Britifh  tnfign  in  fhips  of  war  is  known  by  a  double  crois,  viz.  that 
of  St.  George  and  St.  Andrew,  formed  into  an  union,  upon  a  field  which 
is  either  red,  white,  or  blue. 

ENTERING  Ropes,  (lire-veilks,  Fr.)  two  ropes  hanging  from  the 
upper-part  of  a  fhip's  fide,  on  the  right  and  left  oFthe  accommodation- 
ladder,  or  fteps  of  the  gangway.     See  Gangway. 

ENTRANCE,  a  name  frequently  given  to  the  forcmoft  part  of  a  (hip 
under  the  furface  of  the  fea. 

To  EQUIP,  (equippcr,  Fr.)  a  term  borrowed  from  the  French  marine, 
and  frequently  applied  to  the  bufincfs  of  fitting  a  fliip  for  fea,  or  arming 
her  for  war.     See  the  article  Fitting. 

ESCUTCHEON,  (ecujjcn,  Fr.)  a  name  foinetimes  given  to  the  com- 
partment for  the  name,  or  arms,  of  the  owner,  or  of  the  perfon  whofe  title 
the  velTel  aflumes  :  it  is  ufually  fixed  on  the  middle  of  the  fliip's  ffern,  and 
is  more  peculiar  to  the  French  and  other  foreigners,  than  to  Englifh  built 
veflels.     See  fig.  3,  plate  X. 

EXCHANGE,  (bourfe,Fr.)  a  place  of  refort  for  merchants,  mariners, 
&c.  in  a  commercial  fea  port. 

EXERCISE  is  the  preparatory  praftice  of  managing  the  artillery  and 
fmall-arms,  in  order  to  make  the  (hip's  crew  perfeftly  fkilled  therein,  fo  as 
to  direft  it's  execution  fuccelsfully  in  the  time  of  battle. 

The  exercife  of  the  great  guns  has,  till  the  late  wai,  been  very  compli- 
cated, and  abounding  with  fuperfluicies,  in  our  navy,  as  well  as  all  others. 
The  following  method  was  then  fuccefsfully  introduced  by  an  officer  of 
diftinguilhed  abilities. 

"Exz KCÏSE  of  the  great  guns. 


iff.  Silence. 

2d.  Caff  loofe  your  guns. 

3d.  Level  your  guns. 
4th.  Take  out  vour  tompions. 
5th.  Run  out  your  guns. 
6th.  Prime. 
7th.  Point  your  guns. 


8th.  Fire. 

9th.  Spunge  your  giins. 
loth.  Load  with  cartridge, 
nth.  Shot  your  guns. 
1 2th.  Put  in  your  tompions. 
13th.  Houfe  your  guns. 
14th.  Secure  your  guns. 


"  Upon  beating  to  arms  *  (every  perfon  having  immediately  repaired 
to  his  quarters)  the  midlhipinan,  commanding  a  number  of  guns,  is  to 
fee  that  they  are  not  without  every  neceflfary  article,  as  (at  every  gun)  a 
fpunge,  powder-horn,  with  it's  priming  wires,  and  a  fufficient  quantity  of 

*  As  a  number  of  technical  terms  are  introduced  in  thefe  inftruftions,  the  land-reader 
who  wilhcs  to  underftand  the  fubjeft,  lliould  refer  to  the  feveral  articles,  all  of  which  are 
jnferted  in  this  work. 

powder, 


EXE  EXE 

powder,  fhot,  crow,  handfpec,  bed,  quoin,  train-tackle,  &c.  fending, 
without  delay,  for  a  fupply  of  any  thing  that  may  be  miffing  -,  and,  for  the 
greater  certainty  of  not  overlooking  any  deficiency,  he  is  to  give  itridl: 
orders  to  each  captain  under  him,  to  make  the  like  examination  at  his  re- 
fpedlive  gun,  and  to  take  care  that  every  rcquifite  is  in  a  ferviceable  condi- 
tion, which  he  is  to  report  accordingly.  And  (befides  the  other  advan- 
tages of  this  regulation,  for  the  Hill  more  certain  and  fpeedy  account  be- 
ing taken  upon  thefe  occafions,  the  midfhipman  is  to  give  each  man  his 
charge  at  quarters,  as  expreffed  in  the  form  of  the  monthly  report)  who  is 
to  fearch  for  his  particular  implements,  and,  not  finding  them,  is  imme- 
diately to  acquaint  his  captain,  that,  upon  iiis  report  to  the  midfhipman, 
they  may  be  replaced. 

"  The  man  who  takes  care  of  the  powder  is  to  place  himfelf  on  the 
oppolke  fide  of  tiie  deck  from  that  wliere  we  engage,  except  wJien  fight- 
ing both  fides  at  once,  when  he  is  to  be  amid-fiiips.  He  is  not  to  futfer 
any  other  man  to  take  a  cartridge  from  him,  but  he  who  is  appointed  to 
ferve  the  gun  with  that  article,  either  in  time  of  a  real  engagement,  or  at 
exercife. 

"  Lanthorns  are  not  to  be  brought  to  quarters  in  the  night,  until  the 
midfliipman  gives  liis  orders  for  lo  doing  to  t!ie  perlon  he  charges  v/ith  that 
article.  Every  thing  being  in  it's  place,  and  not  the  ieaft  lumber  in  the  way 
of  the  guns,  the  exercife  hegins  with, 

I  ft.    Silence. 
At  this  word  every  one  is  to  oblerve  a  filent  attention  to  the  officers-. 

2d.  Caft  loofe  your  guns. 

"  The  muzzle  lafliing  is  to  be  taken  off  from  the  guns,  and  (being 
coiled  up  in  a  fmall  compals)  is  to  be  made  fafl  to  the  eye-bolt  above  the 
port.  "The  lafliing-tackles  at  the  fame  time  to  be  caft  loofe,  and  the  mid- 
dle of  the  breeching  feizcd  to  the  thimble  of  the  pomillion.  The  fpungc 
to  be  taken  down,  and,  with  the  crow,  handfpec,  &c.  laid  upon  the  deck 
by  the  gun. 

"  N.  B,  When  prepared  for  engaging  an  enemy,  the  feizing  within  the 
clinch  of  the  breeching  is  to  be  cut,  that  the  gun  may  come  f'ulRciently 
within-board  for  loading,  and  that  the  force  of  the  recoil  may  be  more 
fpcnt  before  it  adts  upon  the  breeching. 


3d.  Level  your  guns. 

"  The  breech  of  your  metal  is  to  be  raifcd  fo  as  to  admit  the  foot  of  the 
bed's  being  placed  upon  the  axle-tree  of  the  carriage,  with  the  quoin  upon 
the  bed,  both  their  ends  being  even  one  with  the  other. 

"  N.  B.  When  levelled  for  firing,  the  bed  is  to  be  lafhed  to  the  bolt 
which  lupports  the  inner  end  of  it,  that  it  may  not  be  thrown  out  of  it's 

place 


EXE  EXE 

place  by  the  violence  of  the  gun's  motion,  when  hot  with  frequent  dif- 
charges.     5ec  fig.  17,  plate  VII. 

4th.  Take  out  your  tompions. 

"  The  tompion  is  to  be  taken  out  of  the  gun's  mouth,  and  left  hanging 
by  it's  laniard. 

5th.  Run  out  your  guns. 

"  With  the  tackles  hooked  to  the  upper-bolts  of  the  carriage,  the  gun 
is  to  be  bowfed  out  as  clofe  as  pofTible,  witliout  the  alTiftance  of  crows  or 
handfpecs  -,  taking  care  at  the  lame  time  to  keep  the  breeching  clear  of 
the  trucks,  by  bawling  it  through  the  rings  ;  it  is  then  to  be  bent  fo  as  to 
run  clear  when  the  gun  is  fired.  When  the  gun  is  out,  the  tackle-falls 
are  to  be  laid  along-fide  the  carriages  in  neat  fakes,  that  when  the  gun,  by 
recoiling,  overhauls  them,  they  may  not  be  fubjed:  to  get  foul,  as  they 
would  if  in  z  common  coil. 

6th.  Prime, 

"  If  the  cartridge  is  to  be  pierced  with  the  priming  wire,  and  the  vent 
filled  with  powder,  the  pan  alfo  is  to  be  filled  ;  and  the  flat  fpace,  having 
a  fcore  through  it  at  the  end  of  the  pan,  is  to  be  covered,  and  this  part  of 
the  priming  is  to  be  bruifed  with  tlie  round  part  of  the  horn.  The  apron 
is  to  be  laid  over,  and  the  horn  hung  up  out  of  danger  from  the  fialh  of  the 
priming. 

7th.   Point  your  guns. 

"  At  this  command  the  gun  is,  in  the  firfl:  place,  to  be  elevated  to  the 
heio-hth  of  the  objedl,  by  means  of  the  fide-fights  ;  and  then  the  perfon 
pointing  is  to  direft  his  fire  by  the  upper-fight,  having  a  crow  on  one  fide 
and  a  handfpec  on  the  other,  to  heave  the  gun  by  his  diredlion  till  he 
catches  the  objeft. 

"  N.  B.  The  men  who  heave  the  gun  for  pointing  are  to  ftand  between 
the  Ihip's  fide  and  their  crows  or  handfpecs,  to  efcape  the  injury  they 
might  otherwife  receive  from  their  being  fliruck  againft  them,  or  fplintered 
by  a  fiiot  -,  and  the  man  who  attends  the  captain  with  a  match  is  to  bring 
it  at  the  word,  "  Point  your  guns,"  and  kneeling  upon  one  kneeoppofite 
the  train-truck  of  the  carriage,  and  at  fuch  a  diftance  as  to  be  able  to  touch 
the  priming,  is  to  turn  his  head  from  the  gun,  and  keep  blowing  gently 
upon  the  lighted  match  to  keep  it  clear  from  afhes.  And  as  the  miffing  of 
an  enemy  in  adlion,  by  negleft  or  want  of  coolnefs,  is  moft  inexcufable,  it 
is  particularly  recommended  to  have  the  people  thoroughly  inftrufted  in 
pointing  well,  and  taught  to  know  the  ill  confequences  of  not  taking 
proper  means  to  hit  their  mark  -,  wherefore  they  fliould  be  made  to  elevate 

their 


EXE  EXE 

their  guns  to  the  utmoft  nicety,  and  then  to  point  with  the  fame  exactnefs  j 
and  having  caught  the  objefl  through  the  upper-fight,  at  the  word, 

8th.   Fire. 

"  The  match  is  inftantly  to  be  put  to  the  bruifed  part  of  the  priming  ; 
and  when  the  gun  is  difcharged  the  vent  is  to  be  clofed,  in  order  to  fmother 
any  fpark  of  fire  that  may  remain  in  the  chamber  of  the  gun  ;  and  the 
man  who  fpunges  is  immediately  to  place  himfelf  by  the  muzzle  of  the 
gun  in  readinefs,  when,  at  the  next  word, 

9th.   Spunge  your  gun. 

"  The  fpunge  i-s  to  be  rammed  down  to  the  bottom  of  the  chamber,  and 
then  twifted  round,  to  extinguifli  eftcctuaily  any  remains  of  fire  ;  and  when 
drawn  our,  to  be  ftruck  againlt  the  oiu-fide  of  the  muzzle,  to  fliake  off 
any  fparks  or  fcraps  of  the  cartridge  that  may  have  come  out  with  it  ;  and 
next  it's  end  is  to  be  fliifred  ready  for  loading  ;  and  while  this  is  doing, 
the  man  appointed  to  provide  a  cartridge  is  to  go  to  the  box,  and  by  the 
time  the  fpunge  is  out  of  the  gun,  he  is  to  have  it  ready  ;  and  at  the 
word, 

lOih.    Load  with  cartridge. 


D^ 


"  The  cartridge  (with  the  bottom  end  firft,  feam-downwards,  and  a 
■wad  after  it)  is  to  be  put  into  the  gun,  and  thruft:  a  little  way  within  the 
mouth,  when  the  rammer  is  to  be  entered  ;  the  cartridge  is  then  to  be 
forcibly  rammed  down,  and  the  captain  at  the  fame  time  is  to  keep  his 
priming-wire  in  the  vent,  and,  feeling  the  cartridge,  is  to  give  the  word 
home,  when  the  rammer  is  to  be  drawn,  and  not  before.  While  this  is 
doing,  the  man  appointed  to  provide  a  fhot  is  to  provide  one  (or  two,  ac- 
cording to  the  order  at  that  time)  ready  at  the  muzzle,  with  a  wad  like- 
wife,  and  when  the  rammer  is  drawn,  at  the  word, 

nth.   Shot  your  guns. 

"  The  fhot  and  wad  upon  it  are  to  be  put  into  the  gun,  and  thruft  a 
little  way  down,  when  the  rammer  is  to  be  entered  as  before.  The  fliot 
and  wad  are  to  be  rammed  down  to  the  cartridge,  and  there  have  a  couple 
of  forcible  ilrokes,  when  the  rammer  is  to  be  drawn,  and  laid  out  of  the 
way  of  the  guns  and  tackles,  if  the  excrcife  or  aiflion  is  continued  -,  but  if 
it  is  over,  the  fpunge  is  to  be  fecured  in  the  place  it  is  at  all  times 
kept  in. 

i2th.    Put  in  your  tompions. 

"  The  tompions  to  be  put  into  the  muzzle  of  the  cannon. 

5  13th  Iloufe 


EXE  EXE 


13th.  Houfe  yovir  guns. 

"  The  feizing  is  to  be  put  on  again  upon  the  clinched  end  of  t!ic 
breeching,  leaving  it  no  flacker  than  to  admit  of  the  guns  being  lunifcd 
with  eafe.  The  quoin  is  to  be  taken  from  under  the  breech  of  the  gun, 
and  the  bed,  ftill  refting  upon  the  bolt,  within  the  carriage,  thruft  under, 
till  the  foot  of  it  falls  off  the  axle-tree,  leaving  it  to  rell  upon  the  end 
which  projecls  out  from  the  foot.  The  metal  is  to  be  let  down  upon  this. 
The  gun  is  to  be  placed  exaclly  fquarc,  and  the  muzzle  is  to  be  clofe  to 
the  wood,  in  it's  proper  place  for  pufung  the  muzzle  lafliings.  See  Can- 
non, and  fig.  19,  plate  VII. 

14th.   Secure  your  guns. 

"  The  muzzle  lafhings  mud  lirfl:  be  made  fecure,  and  then  with  one  tackle 
(having  all  it's  parts  equally  taught  with  the  breeching)  the  gun  is  to  be 
laihcd.  The  other  tackle  is  to  be  bowfed  taught,  and  by  itfelf  made  fall, 
that  it  may  be  ready  to  caft  off  for  lafliing  a  fécond  breeching. 

"  N.  B.  Care  muft  be  taken  to  hook  the  firft  tackle  to  the  upper  bolt  of 
the  carriage,  that  it  may  not  otherwife  obllruft  the  reeving  of  the  fécond 
breeching,  and  to  give  the  greater  length  to  the  end  part  of  the  fall. 

"  No  pains  muft  be  fpared  in  bowling  the  lalhing  very  taught,  that  the 
gun  may  have  the  leaft  play  that  is  poffible,  as  their  being  loofe  may  be 
produ(5bive  of  very  dangerous  confequences. 

"  The  quoin,  crow,  and  handfpec,  are  to  be  put  under  tlie  gun,  the 
powder-horn  hung  up  in  it's  place,  &c. 

"  Being  engaged  at  any  time  when  there  is  a  large  fwell,  a  rough  fe.i, 
or  in  fqually  weather,  &c.  as  the  fhip  may  be  liable  to  be  luddeiily  much 
heeled,  the  port-tackle  fall  is  to  be  kept  clear,  and  (whenever  the  working 
of  the  gun  will  admit  of  it)  the  man  charged  with  that  office  is  to  keep  it 
in  his  hand  -,  at  the  fame  time  the  muzzle  lafliing  is  to  be  kept  faft  to  the 
ring  of  the  port,  and  being  hauled  taught,  is  to  be  faftened  to  the  eye-bolt 
over  the  port-hole,  fo  as  to  be  out  of  the  gun's  way  in  firing,  in  order  to 
haul  it  in  at  any  time  of  danger. 

"  This  precaution  is  not  to  be  omitted,  when  engaging  to  the  wind- 
ward, any  more  than  when  to  the  leeward,  thofe  fituations  being  very  fub- 
jefh  to  alter  at  too  fhort  a  warning. 

"  A  train-tackle  is  always  to  be  niade  ufe  of  with  the  lee-guns,  and  the 
man  llationed  to  attend  it  is  to  be  very  careful  in  preventing  the  gun's  run- 
ning out  at  an  improper  time." 

Exercise  may  alfo  be  applied  with  propriety  to  the  forming  our  fleets 
into  orders  of  failing,  lines  of  battle,  &:c.  an  art  which  the  French  have 
termed  evolutions^  or  tacîiques.  In  this  fenfe  exercife  may  be  defined,  the 
execution  of  the  movements  which  the  different  orders  and  difpofitions  of 
fleets  occafionally  require,  and  which  the  feveral  fliips  are  directed  to  per- 
form by  means  of  fignals. 

5  EYE 


EYE  EYE 

EYE  of  a  block-Jlrop.  In  the  article  BloCk  it  has  been  mentioned,  that 
a  block  is  commonly  bound  with  a  ring,  or  wreath,  formed  of  a  piece 
of  rope,  called  the  Jlrop  ;  the  eye  of  the  ftrop,  therefore,  is  that  part  by 
■which  it  is  fattened,  or  fufpended,  to  any  particular  place  upon  the  fails, 
yards  or  rigging,  the  eye  whereof  is  reprefented  by  fig.  37,  plate  II.  The 
eye  is  fomctimes  formed  by  faftening  tlic  two  ends  of  the  drop  together 
with  a  fhort  line,  fo  as  to  bind  round  a  mail,  yard,  or  boom,  as  occafion 
requires.     See  fig.  38,  of  the  fame  plate. 

Eve  of  aftay,  (oeillet,  Fr.)  that  part  of  a  ftay  which  is  formed  into  a  fort 
of  collar  to  go  round  a  maft-head. 

EYE-BOLT,  a  long  bar  of  iron  with  an  eye  in  one  end  of  it,  repre- 
fented by  fig.  39,  plate  II.  It  is  formed  to  be  driven  into  the  decks  or 
fides  of  a  Ihip  for  divers  purpofes,  as  to  hook  tackles^  or  fallen  ropes  to, 
as  occafion  requires. 

EYE-LET  HOLE.     See  the  article  Sails. 

EYES  of  a  Jhip,  foeils,  Fr.)  a  name  frequently  given  to  thofe  parts 
which  lie  near  the  hawfe-holes,  particularly  in  the  lower  apartments  within 
the  veffcl. 


K  F. 


F     A     C  F     A     L 


F. 


FACTOR,  in  commerce,  an  agent,  or  correfpontlent,  rcfiding  beyond 
the  leas,  or  in  Tome  remote  part,  and  commifTioned  by  merchants  to 
buy  or  fell  goods  on  their  account,  or  aflîft  them  to  carry  on  their  trade. 
Hence  any  place  where  a  confiderable  number  of  factors  refide,  to  ncgo- 
ciate  for  their  mafters,  or  employers,  is  called  a  faftory  -,  as  the  faftories 
of  Lilbon,  of  Leghorn,  of  Calcutta,  &c. 

FAG-END,  the  end  of  any  rope,  or  cord,  which  is  become  untwifted 
and  loofened  by  frequent  ufe.  To  prevent  this  effcft,  tlie  ends  of  ropes 
are  generally  wcH  faitened  by  winding  a  piece  of  fmall  line,  or  packthread, 
around  them,  which  operation  is  called  vjbipping. 

FAIR,  a  general  term  for  the  difpofition  of  the  wind,  when  it  is  fa- 
vourable to  a  ihip's  courfc,  in  oppofition  to  that  which  is  contrary,  or 
foul. 

This  term,  when  applied  to  the  wind,  is  much  more  comprehenfivc 
than  large,  fince  the  former  feems  to  include  about  eighteen  points  of 
the  compafs,  or  at  leaft  fixteen  -,  whereas  large  is  confined  to  the  beam  or 
quarter,  that  is,  to  a  wind  which  crofles  the  keel  at  right  angles,  or  ob- 
liquely from  the  ftern,  but  never  to  one  right  a-Ilcrn.  See  the  articles 
Large  and  Scant. 

FAIR-CURVE,  a  winding  line,  ufed  in  delineating  fhips,  whofc  fliipe 
is  varied  according  to  the  part  of  the  fhip  it  is  intended  to  defcribe  :  this 
curve  is  not  anfwerable  to  any  of  the  figures  of  conic  fettions,  although 
it  occafionally  partakes  of  them  all. 

FAIR-WAY,  the  path  or  channel  of  a  narrow  bay,  river,  or  haven,  in 
which  fhips  ufually  advance  in  their  pafl'ige  up  and  down  -,  fo  that  if  any 
veffcls  are  anchored  therein,  they  are  faid  to  lie  in  the  fair  way. 

FAKE,  one  of  the  circles,  or  windings,  of  a  cable,  or  hawfcr,  as  it  lies 
difpofed  in  the  coil.  See  the  article  Coiling.  The  fakes  are  greater  or 
fmaller  in  proportion  to  the  extent  of  fpace  which  a  cable  is  allowed  to 
occupy  where  it  lies. 

FALCONETS,  (barces,  Fr.)  fliort  cannon,  formerly  ufed  at  fea. 
FALL,  (garant,  Fr.)  the  looie  end  of  a  tackle  ;  or  that  part  upon  which 
the  people  pull,  or  hoift,  to  produce  the  required  effect.     See  the  article 
Tackle. 

To  Fall  aboard.     See  the  article  Aboard. 

To  Fall  a-Jlem,  (tomber  en  arrière,  Fr.)  to  be  driven  backwards  ;  to  re- 
treat with  the  ftern  foremoft  :  expreffed  of  the  motion  of  a  fhip  either  under 
Jiiil  or  at  anchor. 

To 


F     A     L  F     I     D 

îToFall  calm,  (pacifier,  Fr.)  a  phrafe  cxpreflcd  of  the  weather,  imply- 
ing to  fall  into  a  ftate  of  reft  by  a  total  cefTation  of  the  wind. 

CaZ-Fall.     See  the  article  Cat. 

To  P'ali.  dovj}'.,  (laijfer,  Fr.)  in  navigation,  to  fail,  or  be  conduced  from 
any  part  of  a  river,  towards  Ibme  other  nearer  to  it's  mouih  or  opening. 

FALLING-OFF,  (abatée,lcr.)  the  movement  or  diredlion  of  the  fhip's 
head  to  leeward  of  the  point  whither  it  was  lately  direded,  particularly 
wiien  flic  fails  near  the  wind,  or  lies  by. 

Falling-off,  is  alfo  the  angle  contained  between  her  neareft  approach 
towards  the  fource  of  the  wind,  and  her  furthell  declination  from  ir,  when 
Trying.     See  that  article. 

FASHION-ITKCES,  (eftains,  Fr.)  the  afr-moft-  or  !i;r.d-mcft  timbers 
of  a  ftiip,  which  terminate  the  breadth,  and  form  the  fliape  of  ihe  ftern. 
They  are  united  to  the  ftern-pcft,  and  to  the  extremity  of  the  wing-tr..n- 
fom,  by  a  rabbet,  and  a  nuii.ber  of  ttrong  nails,  or  fpikes,  driven  from 
without.  See  their  connexion  with,  the  ftern-poft  and  tranlom,  in  pla:e  X. 
fig.  I.  as  explained  in  the  article  Stern. 

FATHOM,  (bras,  Fr.)  a  meafure  of  fix  feet,  ufed  for  a  variety  of 
purpofes  at  fea  -,  as  to  regulate  the  length  of  the  rigging,  cables,  &c.  ar.d 
to  divide  the  log-lines,  and  founding-lines. 

To  Fav,  to  fit  any  two  pieces  of  v/ood  fo  ns  to  join  clofe  together.  The 
plank  is  faid  to  fay  to  tlie  timbers,  when  it  bears,  or  lies,  dole  to  all  the 
timbers.     Murray's  Ship-luilding. 

FENDERS,  ffrom  fiud,)  certain  pieces  of  old  cable,  timber,  faggots, 
or  other  materials,  hung  over  the  fide  of  a  fliip  or  vellel,  to  prevent  it 
from  ftriking  or  rubbing  againft  a  wharf,  or  key  :  as  alfo  to  prefcrve  the 
fmaller  velTel  from  being  damaged  by  the  larger  ones. 

To  FETCFI  Way,  to  be  lliakea  or  agitated  from  one  fide  to  another. 
It  is  ufually  applied  to  a  mart,  bowfprit,  &c.  when  it  is  not  fufïiciently 
wedged,  being  loofc  in  the  partners  ;  it  is  alfo  faid  of  a  cafk,  box,  or  fiich 
body  which  moves  by  the  rolling  of  the  Ihip  at  lea,  as  not  being  well  fecu- 
red  and  enclofed. 

FETCHING  the  pimp,  the  ad  of  pouring  a  can  of  water  into  the  up- 
per-part of  it,  to  expel  the  air  which  is  contained  betv/een  the  lower  box, 
or  pifton,  and  the  lower-end  of  the  pump  that  relis  upon  the  fliip's  floor  -, 
and  accordingly  to  make  the  water,  jioured  into  tiie  chamber,  communicate 
witli  that  in  the  bottom  of  the  pump-well,  fo  as  to  be  thrown  out  above 
by  J} ri king  with  the  brake,  or  handle.      See  Pump. 

FID,  (clef  de  ton,  Fr.)  a  fquare  bar  of  wood,  or  iron,  with  a  ilunilder  at 
one  end,  as  repreftnted  in  plate  IV.  rig.  i.  It  is  ufeil  to  fupport  the  weight 
of  the  top-maft,  when  ereded  at  the  head  of  the  lower-malt,  by  palling 
through  a  mortife  in  the  lower-end  of  the  former,  and  rtfting  it's  ends 
on  the  treftle-trees,  which  are  fuftained  by  the  head  of  the  latter.  1  he 
fid,  therefore,  muft  be  withdrawn  every  time  the  top-maft  is  lowered. 
The  top-gallant-mall  is  retained  at  tiie  head  of  tiie  top-mall  in  the  fame 
manner.     See  the  article  Mast. 

R  2  Fid, 


FID  FIR 

Fid,  (fitta,  Ital.)  is  alfo  a  large  pin  of  hard  wood,  tapering  to  «  point, 
and  ufed  for  fplicing  of  cables  or  large  cordage. 
.S^rt-FIGHT.     See  the  article  Engagement. 

To  FILL,  in  navigation,  (faire  fervir,  Fr.)  to  brace  the  fails  in  fuch  a 
manner,  as  that  the  wind,  entering  their  cavities  from  behind,  dilates  them 
fo  as  to  advance  the  fhip  in  her  courfe,  after  the  fails  had  for  Ibme  time 
been  fhivering,  or  braced  aback.     See  thofe  articles. 

FIRE-ARROW,  (dard  de  feu,  Fr.)  a  fteel  dart  ufed  by  privateers  and 
pirates  to  fire  the  fails  of  the  enemy  in  battle  :  thefe  machines  are  particu- 
larly defcribed  in  the  article  Engagement. 

FIRE-SHIP,  (brûlot,  Fr.)  an  oJd  veflcl  filled  with  combuftible  mate- 
rials, and  fitted  with  grappling-irons  to  hook,  and  fet  fire  to,  the  enemies 
fliips  in  battle,  &c. 

As  there  is  nothing  particular  in  the  conftrudlion  of  this  fliip,  except 
the  apparatus  by  which  the  fire  is  inftantly  conveyed  from  one  part  to 
another,  and  from  thence  to  the  enemy,  it  will  be  fufficient  to  defcribe  the 
fire-room,  where  thefe  combuftibles  are  inclofed,  together  with  the  inftru- 
xuents  necelTary  to  grapple  the  fhip  intended  to  be  dcrtroycd. 

The  fire-room  is  built  between  decks,  and  limited  on  the  after-part  by 
û  hulk-head,  L,  behind  the  main-maft,  from  which  it  extends  quite  for- 
wards, as  reprefented  in  fig.  2,  plate  IV.  The  train  inclofed  in  this 
apartment  is  contained  in  a  variety  of  wooden  troughs,  D,  G,  which 
interfe<5t  each  other  in  different  parts  of  the  fhip's  length  ;  being  fup- 
ported  at  proper  diftances  by  crofs-pieces  and  ftanchions.  On  each  fide 
of  the  fhip  are  fix  or  feven  ports,  H,  about  eighteen  inches  broad,  and 
fifteen  inches  high,  and  having  their  lids  to  open  downward,  contrary  to 
the  ufual  method. 

Againft  every  port  is  placed  an  iron  chamber  *,  which,  at  the  time 
of  firing  the  fhip,  blows  out  the  port-lid,  and  opens  a  paffage  for  the 
flame.  Immediately  under  the  main  and  fore  fhrouds  is  fixed  a  wooden 
furmel,  M  ;  whofe  lower-end  communicates  with  a  fire-barrel  -f-,  by  which 

♦  The  iron  chambers  are  ten  inches  long,  and  3  •  Ç  in  diameter.  They  are  breeched 
againft  a  piece  of  wood  fixed  acrofs  the  ports,  and  let  into  another  a  little  higher.  When 
loaded,  they  are  almoft  filled  with  corn-powder,  and  have  a  wcoden  tornpion  well  driven 
into  their  muzzles.  They  are  primed  with  a  fmall  piece  of  quuk  match  thruft  through  their 
vents  into  the  powder,  with  a  part  of  it  hanging  out.  When  the  ports  are  blown  open  1^ 
means  of  the  iron  chambers,  the  port-lids  either  fall  downward,  or  are  carried  away  by 
the  explofion. 

t  The  fire-barrels  ought  to  be  of  a  cylindrical  form,  as  moft  fuitable  to  contain  the  reedt 
with  whivh  they  are  filled,  and  more  convenient  for  flowing  them  between  the  troughs  in  the 
fire-room.  Their  infide  diameters  ihould  not  be  lefs  than  twenty-one  inches,  and  thirty 
inches  is  fufficient  for  their  length.  The  bottom  parts  are  firft  well  ftored  with  (hort  double- 
dipped  reeds  placed  upright  ;  and  the  remaining  vacancy  is  filled  with  fire-barrel  compofition, 
well  mixed  and  melted,  and  then  poured  over  them.  The  compofition  ufed  for  this  pur- 
pofe  is  a  mafs  of  fulphur,  pitch,   tar,  and  tallow. 

There  are  five  holes  of  4  inch  in  diameter  and  three  inches  deep,  formed  in  the  top  of  the 
compofition  while  it  is  yet  warm  ;  one  being  in  the  center,  and  the  other  four  at  equal  di- 
ftances round  the  fides  of  the  barrel.  When  the  compofition  is  cold  and  hard,  the  barrel  is 
primed  by  filling  thofe  holes  with  fufe-compofition,  which  is  firmly  driven  into  them,  fo  as  to 

the 


FIR  FIR 

the  flame  pafTing  through  the  funnel  îs  conducted  to  the  fhrouds.  Between 
the  funnels,  which  are  likevvife  called  fire-trunks,  are  ivto /cutties^  or  fmall 
holes  in  the  upper  deck,  ferving  alio  to  let  out  the  flames.  Both  funnels 
mufl:  be  flopped  with  plugs,  and  have  fail-cloth,  or  canvas,  nailed  clofe 
over  them,  to  prevent  any  accident  happening  from  above  to  the  com- 
bullibles  laid  below. 

The  ports,  funnels,  and  fcuttles,  not  only  communicate  the  flames  to 
the  out-lide  and  upper-works  of  the  fhip,  and  her  rigging,  but  likewife 
open  a  paflage  for  the  inward  air,  confined  in  the  fire-room,  which  is 
thereby  expanded  fo  as  to  force  impctuoufly  through  thofe  out-lets, 
and  prevent  the  blowing  up  of  the  decks,  which  muft  of  neceflity  hap- 
pen, from  fuch  a  fudden  and  violent  rarefadlion  of  the  air  as  will  then  be 
produced. 

On  each  fide  of  the  bulk-head  behind  is  cut  a  hole  L,  of  fufficient  fizc 
to  admit  a  trough  of  the  fame  dimenfions  as  the  others.  A  leading  trough, 
L  I,  whofe  foremoft-end  communicates  with  another  trough  within  the 
iirewroom,  is  laid  clofe  to  this  opening,  from  whence  it  extends  obliquely 
to  a  fally-port,  I,  cut  through  the  fliip's  fide.  The  decks  and  troughs  are 
well  covered  with  melted  rofin.  At  the  time  of  firing  either  of  the  lead- 
ing troughs,  the  flame  is  immediately  conveyed  to  the  oppofite  fide  of  the 
fliip,  whereby  both  fides  burn  together. 

The  fpaces  N,  O,  behind  the  fire-room,  reprefent  the  cabins  of  the^ 
lieutenant  nnd  mafter,  one  of  which  is  on  the  Jiarhard,  and  the  other  on 
the  larboard  (\àe.  The  captain's  cabin,  which  is  feparated  from  thefe  by  a 
bulk-head,  is  exhibited  alfo  by  P. 

leave  a  little  vacancy  at  the  top  to  admit  a  ftrand  of  quick-match  twice  doubled.  The  center 
hole  contains  two  llrands  at  their  whole  length,  and  every  ftrand  muft  be  driven  home  wi;li 
mealed  powder.  The  loofe  ends  of  the  quick-match  being  then  laid  within  the  barrel,  th« 
whole  is  covered  with  a  dipped  curtain,  faftened  on  with  a  hoop  that  flips  over  the  head  of 
the  barrel,   to  which  it  is  nailed. 

The  barrels  (hould  be  made  very  ftrong,  not  only  to  fupport  the  weight  of  the  compofition 
before  firing,  when  they  are  moved  or  carried  from  place  to  place,  but  to  keep  them  together 
whilft  burning  :  for  if  (he  ftaves  are  too  light  and  thin,  fo  as  to  burn  very  foon,  the  remain- 
ing compofition  will  tumble  out  and  be  dilTipated,  and  the  intention  of  the  barrels,  to  carry 
the  flame  aloft,  will  accordingly  be  fruftrated. 

The  curtain  is  a  piece  of  coarfe  canvas,  nearly  a  yard  in  breadth  and  lengthy  thicLejied 
with  melted  compofition,  and  covered  with  {kw-duft  on  both  fidcs> 


rropojt;on 


F     1     R 


F     I     R 


ë 

u 

c 
o 


Ut 

O 
CO 

o 

c 
o 


o 

CL, 

o 


Mealed 
powder. 


^ 


Sulphur 


RoflM. 


6 


g_^      Sait  petre. 

S 
3 


;-> 


+3 


I 


Corn  powder 


1 
1 

Tallow. 


'J 


1 
1 

1 
1 

Swedifti  pucli. 


L 


d 


Diameter,  or  the 
breadth  of  one. 


Length  of  one. 


Feet. 
Inches. 
FeetT~ 
Inches. 


c?\ 


f*^ 


uo  -^     -^ 


Weight  empty. 


Greateft 
heighth. 


AT 


Feet. 
Inches. 


Heighth  oi  the  com-     Feet, 
pofuion.  Inches. 


iitiTior  diametei  at 
the  buig?. 


F'.ct. 
Inches. 


Interior  diameter  ot 
each  end. 


Number  of  ftores  of 
each  nature. 


Feet. 
Inches. 


00    ©     O     +  O     ir>      l^ 


-      O 


Wl 


o 
coo_ug    .'hi    .2 

"  o    i-    c  t    -'^.^ 

^  EJ<j:.--ûci5 

5  o  =)       1   c 


Four 


FIR  FIR 

Four  of  the  eight  fire-barrels  are  placed  under  the  four  fire-trunks  -,  and 
the  other  four  between  them,  two  on  each  fide  the  fire-ikuttles,  where 
they  are  fecurely  cleated  to  the  deck.  The  longefl:  reeds  *  are  put  into  the 
fore  and  aft  troughs,  and  tied  down  :  the  fliortell  reeds  are  laid  in  the 
troughs  athwart,  and  tied  down  alfo.  The  bavins  f ,  dipped  at  one  end, 
are  tied  fall  to  the  troughs  over  tiie  reeds,  and  the  curtains  are  nailed  up  to 
the  beams,  in  equal  quantities,  on  each  fide  of  the  fire-room. 

The  remainder  of  the  reeds  are  placed  in  a  pofition  nearly  upri^^ht,  at 
all  the  angles  of  every  fquare  in  the  fire- room,  and  there  tied  down.  If 
any  reeds  are  left,  they  are  to  be  put  round  the  fire-barrels,  and  other 
vacant  places,  and  there  tied  fafl:. 

Inftru(5\:ions  to  prime. 

Take  up  all  your  reeds,  one  after  another,  and  ftrow  a  little  compofition 
at  the  bottom  of  all  the  troughs  under  the  reeds,  and  then  tie  them 
gently  down  again  :  next  fl:row  compofition  upon  the  upper-part  of  the 
reeds  throughout  the  fire-room,  and  upon  the  faid  compofition  lay  double 
quick-match  ^  upon  all  the  reeds,  in  all  the  troughs  :  the  remainder  of 
the  compofition  llrovv  over  all  the  fire-room,  and  then  lay  your  bavins 
loofe. 

Call  oft'  all  the  covers  of  the  fire-barrels,  and  hang  the  quick-match 
loofe  over  their  fides,  and  place  leaders  of  quick-match  from  the  reeds 
into  the  barrels,  and  from  thence  into  the  vent  of  the  chambers,  in 
fuch  a  manner  as  to  be  certain  of  their  blowing  open  the  ports,  and  fet- 
ting  fire  to  the  barrels.  Two  troughs  of  communication  from  each  door 
of  the  fire -room  to  the  fally- ports,  muft  be  laid  with  a  flirong  leader 
of  quick-match,  four  or  fis'e  times  double  :  alfo  a  crols-piece  to  go  from 
the  fally -port,    when  the   fliip  is  fired,    to    the  communication  trough, 

•  The  reeds  are  ir.ade  up  in  fmal!  bundles  of  about  a  foot  in  circumference,  cut  even  at 
both  eiidi,  and  tied  tcgcthcr  in  two  pl.iccs.  Thty  are  dillingulflicd  into  two  kinds,  viz.  ihs 
long  and  Ihort  ;  the  forn-.er  of  which  arc  four  feet,  and  the  latter  two  feet  five  inches  in 
length.  One  part  of  them  are  finely  dipped,  i.  e.  at  ono  end  ;  the  nfl  are  dipped  at  both 
ends  in  a  kettle  of  melted  compoiition.  After  being  iinmcrled  ;ibout  fevcn  or  eight  inches 
in  this  prepar.itiop,  and  then  drained,  they  are  fprinkled  over  with  piilvcrifed  fulphur  upon 
a  tanned  hide. 

t  The  bivins  are  made  of  birch,  heath,  or  other  brufh-wood,  which  is  tough  and  readily 
kindled.  They  are  ufually  two  or  three  feet  in  length,  and  have  all  their  bulh  ends  lying 
one  way,  the  other  end',  being  tied  together  with  fm.iil  cords.  They  arc  dipped  in  compo* 
fition  at  the  bulli-ends,  whole  branches  are  afterwards  toniined  bv  the  hand,  to  prevent 
them  from  brciking  oft'  by  moving  about  ;  and  alfj  to  make  them  burn  nsore  fiorcely.  A  tef 
being  dipped,  ia  the  lame  manr.er  as  the  reeds,  they  ..Ifo  are  fpriiiklod  with  fulphur. 

X  Quick-match  is  formed  of  three  cotton  ftrand»  drawn  into  length,  and  dipped  in  a  boil, 
ing  compofition  of  white-wine  vinegar,  falt-petre,  aid  mealed  pnwdcr.  After  thi^  inimcrlion 
it  IS  taken  out  hot,  and  laid  in  a  trough  whtre  feme  mealed  powder,  moiftcncd  with  fpi'itt 
of  wine,  is  thorouglily  inco'poraied  into  the  twills  of  the  cotton,  by  rolling  it  about  therein. 
Thus  prepared,  ihey  are  taken  out  fej-aratcly,  and  dr.iwn  through  mealed  powder,  then  hiin» 
upon  a  line  till  dried,  by  which  they  are  fit  for  immediate  fervicc. 

'X  laid 


FIR  FIR 

laid  with  leaders  of  quick-match,  that  the  fire  may  be  communicated  to 
both  fides  at  once. 

What  quick-match  is  left,  place  fo  that  the  fire  may  be  communicated  to 
all  parts  of  the  room  at  once,  cfpecially  about  the  ports  and  fire-barrels, 
and  fee  that  the  chambers  are  well  and  iVcili  primed. 

N.  B.  71ie  port-fires  *  ulcd  for  firing  the  ihip,  burn  about  twelve  mi- 
nutes. Great  care  mud  be  taken  to  have  no  powder  on  board  when  the 
(hip  is  fired. 

The  fheer-hooks  reprefented  by  fig.  3.  plate  IV.  are  fitted  fo  as  to 
faften  on  the  yard-arms  of  the  fire-fhip,  where  they  hook  the  enemies 
rigging.  The  fire-grapplings,  fig.  4,  are  either  fixed  on  the  yard-arms, 
or  thrown  by  hand,  having  a  chain  to  confine  the  fliips  together,  or  faften 
thofe  inftruments  wherever  neceflary. 

When  the  commanding  officer  of  a  fleet  difplays  the  fignal  to  prepare 
for  adion,  the  fire-fhips  fix  their  (heer-hooks,  and  difpofe  their  grapplingj 
in  readinefs.  The  battle  being  begun,  they  proceed  immediately  to  prime, 
and  prepare  their  fire- works.  When  they  are  ready  for  grappling,  they 
inform  the  admiral  thereof  by  a  particular  fignal. 

To  avoid  being  difabled  by  the  enemy's  cannon  during  a  general  en- 
gagement, the  fire-fhips  continue  fufficiently  diftant  from  their  line  of 
battle  either  to  windward  or  to  leeward. 

They  cautioufly  fhun  the  openings,  or  intervals,  of  the  line,  where  they 
would  be  diredly  expofed  to  the  enemy's  fire,  from  which  they  are  covered 
by  lying  on  the  oppofite  fide  of  their  own  fliips.  They  are  attentively  to 
obferve  the  fignals  of  the  admiral,  or  his  féconds,  in  order  to  put  their  de- 
figns  immediately  in  execution. 

Although  no  fhip  of  the  line  ftiould  be  previoufly  appointed  to  proteft 
any  fire-Jhip,  except  a  few  of  the  fmalleft  particularly  delfined  to  this  fer- 
vice,  yet  the  fhip  before  whom  fhe  pafTes  in  order  to  approach  the  enemy, 
fhould  efcort  her  thither,  and  afTift  her  with  an  armed  boat,  or  whatever 
fuccour  may  be  neccfTary  in  her  fituationf. 

The  captain  of  the  fire-fhip  fhould  himfelf  be  particularly  attentive 
that  the  above  inftrudlions  are  punftually  executed,  and  that  the  yards 
may  be  fo  braced,  when  he  falls  along-fide  of  the  fiiip  intended  to  be 
deftroyed,  that  the  fheer-hooks  and  grapplings  fattened  to  the  yard- 
arms,  &c.  may  effedlually  hook  the  enemy.  He  is  expeded  to  be  the 
laft  perfon  who  quits   the   vefiTel,    and  being  furnilhed  with  every  ne- 

•  Port-fires  are  frequently  ufed  by  the  artillery  people  in  preference  to  matches,  to  fet  fire 
to  the  powder  or  compofitions.  They  are  dillinguilhed  into  wet  and  dry  port-fires.  The 
compofition  of  the  former  is  falt-petre  four,  fulphur  one,  and  inealed  powder  four.  Whea 
thefe  materials  are  thoroughly  mixed  and  fified,  the  whole  is  to  be  moiftened  with  a  little 
linfeed  oil,  and  rubbed  between  the  hands  till  all  the  oil  is  imbibed  by  the  compofition. 
The  preparation  for  dry  port-fires  is  falt-petre  four,  fulphur  one,  mealed  powder  two,  and 
antimony  one.  Thele  compofitions  are  driven  into  fmail  paper  cafes,  to  be  ufed  whenever 
neceflarv- 

-f  De  Morogues  Taft^  Navale. 

»  oefTary 


FIS  FLA 

cefTary  alTiftance  and  fupporr,   his  reputation  will  greatly  depend  on  the 
fuccefs  of  his  enterprife. 

FISH,  a  machine  employed  to  hoill  or  draw  up  the  flukes  of  the  fhip's 
anchor  towards  the  top  of  the  bow  in  order  to  ftow  it,  after  having  been 
heaved  up  by  the  cable.  It  is  compofed  of  four  parts,  viz.  the  pendent, 
the  block,  the  hook,  and  the  tackle  -,  which,  together  with  their  feveral 
ufes,  are  defcribed  in  the  article  Davit. 

Fish,  (jumelle^  Fr.)  is  alfo  a  long  piece  of  oak,  convex  on  one  fide, 
and  concave  on  the  other.  It  is  iifed  to  faften  upon  the  oucfide  of  the 
lower  mafts,  either  as  an  additional  fecurity,  to  ftrcngthen  them  when  it 
becomes  neceflary  to  carry  an  extraordinary  preflure  of  fail,  in  purfuit  of, 
or  flight  from,  an  enemy  \  or  to  reinforce  them  after  tiicy  have  received 
Ibme  damage  in  battle,  tempertuous  weather,  &c. 

The  fiflies  are  alfo  employed  for  the  fame  purpofe  on  any  yard,  which 
happens  to  be  fprung  or  fractured.  Thus  their  form,  application,  and  uti- 
lity are  exadlly  like  thofe  of  the  fplinters  applied  to  a  broken  limb  in  furgery. 

FISH-GIG,  (foefne,  Fr.)  an  inllrument  uied  to  fl:rike  fifli  at  fca,  parti- 
cularly dolphins.  It  confifl:s  of  a  itafi\,  three  or  four  barbed  prongs,  and  a  line 
fafl:ened  to  the  end,  on  which  the  prongs  are  fixed:  to  the  other  end  is  fitted 
a  piece  of  lead,  which  ferves  to  give  additional  force  to  the  ft:roke  when  the 
weapon  flies,  and  to  turn  the  points  upward  after  the  fifli  is  penetrated. 

FITTING-OUT,  (équiper,  Fr.)  the  adt  of  providing  a  fliip  with  a  I'uffi- 
cient  number  of  men,  to  navigate  and  arm  her  for  attack  or  defence  ;  alfo 
to  furnifli  her  with  proper  mafts,  fails,  yards,  ammunition,  artillery,  cor- 
dage, anchors,  and  other  naval  furniture  j  together  with  fufficient  pro- 
vifions  for  the  fliip's  company. 

FLAG,  (pavilion,  Fr.  flag,  Dutch)  a  certain  banner  or  ftandard,  by 
which  an  admiral  is  diftinguifhed  at  fea  from  the  inferior  fliips  of  his  fqua- 
dron  ;  alfo  the  colours  by  which  one  nation  is  diftinguiflied  from  another. 

In  the  Britifli  navy  flags  are  either  red,  white,  or  blue,  and  are  difplay- 
ed  from  the  top  of  the  main-maft,  fore-maft,  or  mizen-maft,  according 
to  the  rank  of  the  admiral. 

The  firft  flag  in  Great  Britain  is  the  royal  ftandard,  which  is  only  to  be 
hoifted  when  tlie  king  or  queen  are  aboard  the  veflel  :  the  fécond  is  that  of 
the  anchor  of  hope,  which  characterifes  the  lord  high  admiral,  or  lords 
commiiïioners  of  the  admiralty  :  and  the  third  is  the  union  flag,  in  which 
the  croflTcs  of  St.  George  and  St.  Andrew  are  blended.  This  iaft  is  appro- 
priated to  the  admiral  of  the  fleet,  who  is  the  firft  military  officer  under 
the  lord  higli  admiral.  .    • 

When  a  flag  is  difplayed  from  tlie  flag-ftafi^on  tiie  main-maft,  the  officer 
diftinguillied  thereby  is  known  ro  be  an  atimiral  -,  when  from  the  fore-maft, 
a  vice-admiral  ;  and  when  from  the  inizcn-mait,  a  rear  admiral. 

The  next  flag  after  the  union  is  that  of  the  wliite  fquadron,  at  the  main- 
maft-head-,  and  the  Iaft,  which  characferi/xs  an  admiral,  is  the  blue,  at 
the  fame  maft-heail. 

For  a  vice-admiral,  the  firft  flag  is  the  red  ;  the  fccond,  the  white  ; 
the  third,  the  blue,  at  the  flag-ft.ifl"  on  the  forc-niaft. 

S  The 


FLA  F     L     E 

The  fame  order  proceeds  with  regard  to  the  i-ear-adtnirals,  whofe  flag» 
are  hoifted  on  the  top  of  the  iiiizen-maft  :  the  loweil  flag  in  our  navy  is 
accordingly  the  blue  on  the  mizen-maft. 

FLAG-OFFICER,  a  term  fynonymous  to  adniral. 

FLAG-SHIP,  the  fhip  on  which  any  flag  is  difplayed. 

FLAG-STAFF,  (batou,  Fr.)  a  pole  creeled  at  the  head  of  a  top-gallant- 
maft,  or  top-mafl,  whereon  to  hoift  and  difplay  the  flag  or  pendent. 

FLAKE,  (ecbû.faud,  Fr.)  a  fort  of  fcaffold  or  platform,  formed  of  hur- 
dies  and  fupported  by  flanchions,  and  ufed  for  drying  cod-fifli  in  New- 
foundland. Thefe  flakes  are  ufually  placed  near  the  fliores  of  fifliing- 
harbours.  Alfo  a  fmall  ftage  hung  over  a  ftiip's  fide,  to  caulk,  or 
repair  any  breach. 

FLAT,  (plain,  Fr.)  a  level  ground  lying  at  a  fmall  depth  under  the  fur- 
face  of  the  fea,  and  otherwife  called  a  flioal  or  fliallow. 

To  Flat-iv,  the  aétion  of  drawing  in  the  aftmoft  lower-corner,  or  clue, 
of  a  fail  towards  tlie  middle  of  the  fliip,  to  give  the  fail  the  greater  power 
of  turning  the  veflel.  Thus  if  the  mizen,  or  after-fails  are  flatted-in,  it  is 
evident  that  the  intention  is  to  carry  the  fliern  to  leeward,  and  turn  the  head 
nearer  to  the  diredion  of  the  wind  :  and  if  the  head-fails  are  flatted-in,  the 
rntention  is  accordingly  to  make  the  fliip  fall  off,  when  by  dcfign  or  acci- 
dent Ihe  has  come  fo  near  the  wind  as  to  make  the  fails  lliiver.  Flence 

Flat-in  forward,  (traverfe  mifaine,  Fr.)  is  the  order  to  draw  in  the 
fore-flicet,  jib-flieet,  and  fore-fl:ay-fail-flieet,  towards  the  middle  of  the 
fliip.  This  operation  is  feldom  performed,  except  in  light  breezes  of 
wind,  when  the  helm  has  not  fufficient  government  of  the  fhip. 

FLAW,  a  fuddtn  breeze,  or  gufl:  of  wind. 

FLEET,  (vaiffeaux  du  roi,  Fr.  flota.  Sax.)  a  general  name  given  to 
his  majeft:y's  navy,  or  to  any  part  thereof  deftined  on  a  particular  entet- 
prife  or  expedition  :  alfo  a  convoy  or  company  of  merchant  Ihips, /<?//?,. 
lonfcrve,  with  or  without  fliips  of  war  to  détend  them. 

The  admirals  of  his  majefty's  fleet  are  clafled  into  three  fquadrons,  viz. 
the  red,  the  white,  and  the  blue.  "When  any  of  thefe  officers  are  inverted 
with  the  command  of  a  fquadron  or  detachment  of  fliips  of  war,  the  par- 
ficular  lliips  are  difliinguiûied  by  the  colours  of  their  rcfpeftive  fquadron  : 
tliat  is  to  fay,  the  fliips  of  the  red  fquadron  wear  an  enfign,  whofe  unio» 
is  difplayed  on  a  red  field-,  the  enfigns  of  the  white  fquadron  have  a 
white  field  ;  and  thofe  of  the  blue  fquadron,  a  blue  field  ;  the  union  be- 
ing common  to  all  three.  The  fliips  of  war  therefore  are  occafionally 
annexed  to  any  of  the  three  fquadrons,  or  fhifted  from  one  to  another. 

Of  whatfoever  number  a  fleet  of  fliips  of  war  is  compofed,  it  is  ufually 
divided  into  three  fquadrons  -,  and  thefe,  if  numerous,  are  again  feparated 
mto  divifions.  The  admiral,  or  principal  officer,  commands  the  center  ; 
the  vice-admiral,  or  fécond  in  command,  fuperintends  the  van-guard  ; 
and  the  operations  of  the  rear  are  direClcd  by  the  rear  admiral,  or  the 
otHcer  next  in  rank.     See  the  article  Division.. 


F     L     E  FLY 

The  difpofition  of  a  fleet,  while  proceeding  on  a  voyage,  will  in  fome 
meafure  depend  on  particular  circumftunces  -,  as  the  difficulty  ot"  the  naviga- 
tion -,  the  necefnty  of  difpatch,  according  to  tlie  urgency  or  importance 
of  the  expedition  :  or  the  cxpeélation  of  an  enemy  in  the  paflage.  The 
mofl:  convenient  order  is  probably  to  range  it  into  three  lines  or  columns, 
each  of  which  is  parallel  to  a  line  clofe-hauled,  according  to  tl^e  tack  on 
which  the  line  of  battle  is  defigned  to  be  formed.  This  arrangement  is 
more  ufed  than  any,  becaufe  it  contains  the  advantages  of  every  other 
form,  without  their  inconvenicncies.  The  fleet  being  thus  more  inclofed 
will  more  readily  obferve  the  fignals,  and  with  greater  facility  form  itfelf 
into  the  line  of  battle  -,  a  circumflance  which  fliould  be  kept  in  view  in 
every  order  of  failing. 

FLEETING,  the  acl  of  changing  the  Htuation  of  a  tackle,  when  the 
blocks  are  drawn  together  ;  or  what  is  called  block  and  block  by  failors. 
The  ufe  of  fleeting  is  accordingly  to  replace  the  mechanical  powers  into 
a  fl;ate  of  adtion  -,  tlie  force  by  wiiich  they  operated  before  being  deilroy- 
ed  by  the  meeting  of  the  blocks  or  puUics. 

Fleeting  tliercfore  is  nearly  fimilar  to  the  winding  up  of  a  watcii  or 
clock.     See  the  article  Tackle. 

FLOA'l',  a  raft,  or  quantity  of  timber  faftencd  together  acrofs,  to  be 
wafted  along  a  river  with  the  tide  or  current. 

FLOATING,  (flutter,  Fr.)  the  fl;ate  of  being  borne  up,  or  wafted 
along  with  the  tide  on  the  furface  of  the  water,  the  theory  of  which  is 
explained  in  the  article  Trim. 

FLOOR,  the  bottom  of  a  fliip  -,  or  all  that  part  on  each  fide  of  the  keel, 
which  approaches  nearer  to  an  horizontal  than  to  a  perpendicular  fitua- 
tion,  and  whereon  flie  relis  when  aground.  Thus  it  is  common  to  fay, 
a  fliarp  floor,  a  flat  floor,  a  long  floor,  &c.     Whence 

Floor-timbers,  (varangues,  Fr.)  are  thofe  parts  of  the  fliip's  timbers 
which  are  placed  immediately  acrofs  the  keel,  and  upon  which  the  bottom 
of  the  fliip  is  framed  ;  to  thefe  the  upper  parts  of  the  timbers  are  united, 
being  only  a  continuation  of  floor-timbers  upwards.  See  Naval  Archi- 
tecture. 

FLOWING,  the  pofition  oi  û\ç.  floeets,  or  lower  corners  of  the  principal 
fails,  when  they  are  loofened  to  the  wind,  fo  as  to  receive  it  into  their 
cavities  in  a  direction  more  nearly  perpendicular  than  when  they  are  clofe- 
hauled,  although  more  obliquely  than  when  the  velTcl  is  failing  before  the 
wind, 

A  fliip  is  therefore  faid  to  have  a  flowing  flieet  when  the  wind  crofles  the 
line  of  her  courfe  nearly  at  right  angles  :  that  is  to  lay,  a  Ihip  llecring  due 
north,  with  the  wind  at  eail,  or  directly  on  her  fide,  will  have  a  flowing 
Iheet  ;  w!ierta.s  if  tlio  flieets  were  extended  dole  aft,  llie  would  f..il  tv.o 
points  nearer  the  wind,  viz.  N.  N.  E.  See  the  articles  Close-haulld, 
Largr,  and  Trim. 

FLUSH,  Seetlie  article  Deck. 

FLY  of  an  enflgn,  'battant,  Fr,)  the  breadth  or  extent  from  ihc  fta'J  to 
the  extremitv  or  cdc-e  that  flutters  loofc  in  the  wind. 

S  2  i-i.y- 


FLY 


FOR 


FLY-BOAT,  or  FLIGHT,  a  large  flat-bottomed  Dutch  veflel,  whofc 
burthen  is  generally  from  four  to  fix  hundred  tons.  It  is  diltinguiflacd 
by  a  Hern  remarkably  high,  refembling  a  Gothic  turret,  and  by  a  very 
broad  buttock  below. 

FOG,  (brume,  Fr.)  a  mift  at  fea. 

FOOT  of  a  fail,  {fond  de  voile,  Fr.)  lower  edge  or  bottom. 

FooT-Rop£,  the  rope  to  which  the  foot  of  a  fail  is  fewed.  See  Bolt-Rope. 

FooT-ROPES  are  alio  the  fame  with  horfes  of  the  yards.  See  that  article. 

FOOT- WALKING,  the  whole  infide  planks  or  lining  of  a  (hip,  ufed 
to  prevent  any  part  of  the  ballaft  or  cargo  from  falling  between  the  floor- 
timbers.     See  Midship-Frame. 

FORE,  the  diftinguifliing  charafter  of  all  that  part  of  a  fhip's  frame 
and  machinery  which  lies  near  the  ftem. 

Fore  and  Aft,  throughout  the  fliip's  whole  length,  or  from  end  to  end, 

FoRE-BowLiNE,  the  bowline  of  the  fore-fail.     See  Bowline. 

Fore-castle,  (gaillard  d'avant,  Fr.)  a  fliort  deck  placed  in  the  fore- 
part of  the  fhip,  above  the  upper  deck.  It  is  ufuaLly  terminated,  both 
before  and  behind,  by  a  breaft-work  in  veflels  of  war  ;  the  foremofl:  end 
forming  the  top  of  the  beak-head,  and  the  hind  part  reaching  to  the  after^ 
part  ot  the  fore-chains. 

FoRE-cAT-HARPiNS,  a  Complication  of  ropes  ufed  to  brace-in  the  up- 
per part  of  the  fore-fhrouds.     See  Cat-harpins. 

Fore-Foot,  (brion,  Fr.)  a  piece  of  timber  which  terminates  the  keel 
at  the  fore-end.  It  is  connefted  by  a  fcarf  to  the  extremity  of  the  keel, 
of  which  it  makes  a  part  :  and  the  other  end  of  it,  which  is  incurvated 
upwards  into  a  fort  of  knee  or  crotch,  is  attached  to  the  lower  end  of  the 
ftem  :  of  which  it  alfo  makes  a  part,  being  alfo  called  the  gripe. 

As  the  lower  arm  of  the  fore-foot  lies  on  tlie  fame  level  with  the  keel,  fo 
the  upper  one  coincides  with  the  middle  line  of  the  ftem  :  it's  breadth  and 
thickntfs  therefore  correfpond  to  the  dimenfions  of  thofe  pieces,  and  the 
heel  of  the  cut-water  is  fcarfed  to  it's  upper  end. 

The  form  of  this  piece,  and  it's  difpofnion  and  connexion  with  the  ad- 
jacent pieces,  appears  by  the  letter  /,  in  plate  I.  Pieces  of  the  Hull. 

Fore-Hooks,  the  fame  with  breaft-hooks,  which  fee. 

Foreland,  a  cape  or  promontory,  projedting  into  the  fea;  as  the 
North  or  South  Forelands. 

Fore-Lock,  (clnveite,  Fr.)  a  little  flat-pointed  wedge  of  iron,  ufed  to 
drive  through  a.hole  in  the  end  of  a  bolt,  to  retain  it  firmly  in  it's  place. 


Fore- J  EARS. 

Fore-Mast. 

Fore-Sail. 

Fore-Shrouds, 

Fore-Stay. 

Fore-Top. 

Fore- Top-mast. 

For  e-Tob-oallant-mast. 

Fore-Tye. 

Fore- Yard,  &c,. 


1^ 


Jears. 

Mast.. 

Sail. 

Shrouds.. 

,  i  Stay. 

J>See  ^  Xop_ 

Top-Mast. 
Top-gallant-mast. 
Tye. 
^Yard,  &c. 


N.B.. 


FOR  F     R     A 

N.  B.  By  referring  to  the  articles  top-maji  znà.  Top-gallant -maji,  we  mean 
to  comprehend  all  the  apparatus  thereto  belonging,  as  their  yards,  fails,  &:c. 

FoRE-REACHiNC  UPON,  the  aft  of  advancing  before,  or  gaining  ground 
of,  fome  other  (hip  or  fhips  in  company. 

FORGING  OVER,  the  aft  of  forcing  a  (hip  violently  over  a  flioal, 
by  the  effort  of  a  great  quantity  of  fail. 

FORMING  the  Line.     See  the  article  Line. 

P'ORWARD,  [avant,  Fr.)  towards  the  fore-part  of  the  fhip.  See  Aforf. 

FOTHERING,  a  peculiar  method  of  endeavouring  to  flop  a  leak  in  the 
bottom  of  a  fliip  while  Ihe  is  afloat,  either  under  fail  or  at  anchor.  It  is 
ufually  performed  in  the  following  manner  :  a  bafket  is  filled  with  allies, 
cinders,  and  chopped  rope-yarns,  bonettc  lardce,  Fr.  and  loofcly  covered 
with  a  piece  of  canvas-,  to  this  is  faftened  a  long  pole,  by  which  it  is 
plunged  repeatedly  in  the  water,  as  clofe  as  pofi'ible  to  the  place  where 
the  leak  is  conjeftured  to  lie.  The  oakum,  or  chopped  rope-yarns,  beins; 
thus  gradually  fliaken  through  the  twigs,  or  over  the  top  of  the  bafket, 
are  frequently  fucked  into  the  hole  along  with  the  water,  fo  that  the  leak 
becomes  immediately  choaked,  and  the  future  entrance  of  the  water  is 
tliereby  prevented. 

FOUL,  {empêchée,  Fr.)  as  a  fea  term,  is  generally  ufed  in  oppofition 
to  clear,  and  implies  entangled,  embarrafTed,  or  contrary,  in  the  follow- 
ing fenfes  : 

A  fhip  ran  foul  of  us  in  the  river,  /.  e.  entangled  herfelf  amongfb  cur 

rigging- 

Foul,  when  exprelTed  of  a  fhip's  bottom,  denotes  that  it  is  very  dirty-,  as 
being  covered  with  grafs,  fea-wecds,  fhells,  or  other  filth  which  gathers  to 
it  during  the  courfe  of  a  long  voyage.  When  underftood  of  the  ground 
or  bottom  of  a  road,  bay,  fca  coaft,  or  harbour,  mal  fain,  Fr.  it  fignifies 
rocky,  or  abounding  with  fhallows,  or  otherwife  dangerous. 

When  fpbken  of  the  hawfe,  it  means  that  the  cables  are  turned  round 
each  other,  by  the  winding  or  turning  about  of  tlie  fliip  while  flie  rides 
at  anchor.     See  Elbow  and  Hawse- 
Foul,  when  applied  to  the  wind,  is  ufed  to  exprefs  that  it  is  unfavour- 
able, or  contrary  to  the  fhip's  courfe,  as  oppofcd  to  large  or  fair. 

To  FOUNDER,  (fandr,  Fr.)  to  fink  at  fea,  as  being  rendered,  by  the 
violence  and  continuation  of  a  florm  and  the  excefs  of  the  leaks,  unable 
to  keep  the  fhip  afloat  above  the  water. 

FOX,  a  fort  oi  fir  and,  formed  by  twifling  feveral  rope-yarns  together, 
and  ufed  as  afeizing,  or  to  weave  z  7nat  or  paunch,  &c. 

FRAME.     See  Timber. 

FRAPING,  the  aft  of  crofling  and  dr.iwing  together  the  feveral  parts 
of  a  tackle,  or  other  complication  of  ropes,  wiiicli  had  already  been 
flraightened  to  their  utmort  extent  :  in  this  fcnfe  it  cxaftly  refcmblcs  the 
operation  of  bracing  up  a  drum,  &c.  The  (raping  always  increaies  the 
tenfion,  and  of  courfe  adds  to  the  fccurity  acquirea  by  the  purthaie. 
Hence  the  Cat-harpins  are  no  other  than  frapings  to  the  fiirouds. 

Frap<ng 

3. 


F     R     E  F     II     I 

l-RAPiNG  a  Jhip^  ( ceint) er^  Fr.)  the  avft  of  paflmg  three,  four,  or  five 
turns  of  a  cable  round  the  hull,  or  frame  of  a  Iliip,  in  the  middle,  to 
fupport  her  in  a  great  ftorm,  when  it  is  apprehended  th.it  flie  is  not  ftron[; 
fcnuuQ;h  to  refill  the  violent  eflbrts  of  the  fea.  This  expedient  however  is 
rarely  put  in  pradice,  unlcfs  in  very  old  fliips,  which  their  owners  are 
willing  to  venture  to  lea  as  long  as  poffible,  by  enfurlug  them  deeply. 

FR1ŒING,  [affranchir,  Fr.)  the  ad  of  pumping,  orotherwile  throwing 
out  the  water  which  has  leaked  into  a  Ihip's  bottom  at  fea,  &c. 

FllFF.ZING,  a  fort  of  ornamentnl  painting  on  the  upper  part  of  a 
Hiip's  quarter,  Jicrii,  or  kvj.  It  conflits  generally  of  armour,  inllrumtnts 
of  war,  marine  emblems,  &c. 

FRF.IGHT,  or  fi-aight  of  a  pip,  [nf.etenrvt,  Fr.y  the  hire,  or  a  part 
thereof,  ufually  paid  for  the  carriage  and  coi.  -  eyance  of  gooiis  -,  or  the 
fum  agreed  upon  between  the  owner  and  the  merchant  for  the  hire  and 
ufe  of  a  veflel. 

Freight  alio  implies  the  lading  or  cargo  which  Ihe  has  abroad. 
FRF.SFI,  when  applied  to  the  wind,  generally  fignifies  ftrong,  but  not 
violent  or  dangerous  ;   hence  when  tlie  gale  increafes,  it  is  faid  to  ficlhen. 

•To  FRESH  FN  the  hawfe,  (refraicl.ir,  Fr.)  to  relieve  that  part  of  the 
cable  which  for  fome  time  has  been  expofed  to  the  triétion  in  one  of  the 
hawfe-holes,  produced  by  the  rolling  and  pitching  of  a  Ihip  as  fhe  ridts  at 
anchor  in  a  high  fea. 

When  a  lliip  remains  in  fuch  a  fiiuation,  it  is  always  neceffary  to  wrap 
fome  old  canvas,  mat,  leather,  or  fuch  like  material,  round  that  part  of  the 
cable  which  rubs  againft  the  [ftem,  Sec.  The  matter  ufed  for  this  purpofe 
is  cA\tà  feri'ice  :  but  as  the  violent  agitation  of  the  fliip,  produced  by  the 
tempeft,  or  fea,  as  llie  rides  in  an  open  road,  muft  communicate  a  great 
fridion  to  the  cable,  the  fervice  will  confequently  be  loon  worn  through:  it 
is  neceflary  therefore  to  have  it  frequently  renewed  by  a  frefh  application  of 
the  like  materials,  behind  the  former,  for  the  preiervation  of  the  cable,  on 
which  every  thing  depends  ;  and  this  renewal  of  fervice  is  called  frepening 
the  ha-ivfe,  a  circumftance  which  cannot  be  too  vigilantly  obferved. 

FRESHES,  (foukrme,  Fr.)  imply  the  impetuolity  of  an  ebb-tide,  in- 
creafed  by  heavy  rains  and  flowing  out  into  the  fea,  which  it  often  dif- 
colours  to  a  confiderable  diftance  from  the  fliore  ;  inafmuch  as  the  line, 
which  divides  the  two  colours,  may  be  perceived  diltinctly  for  a  great 
length  along  the  coaft. 

FRIGATE,  {frégate,  Fr.)  in  the  navy,  a  light  nimble  fliip,  built  for 
the  purpofes  of  failing  fwiftly.  Thefe  vcfiels  mount  from  twenty  to  thir- 
ty-eight guns,  and  are  cfteemed  excellent  cruizcrs. 

Frigate-built,  {Jrcgaté,  Fr.)  implies  the  difpofition  of  the  decks  of 
fuch  merchant-lhips  as  have  a  defcent  of  four  or  f.ve  fteps  from  the  jz/^r- 
ter-deck  iinf\  fcre-ccy1!e\n\.o  the  ii-a/Jl,  in  contra-diftindion  to  thofe  whole 
decks  are  on  a  continued  line  for  the  whole  length  of  the  fliip,  which  are 
CdWed  galley-kiilt.     See  the  article  Flush. 

Formerly  the  narr.e  of  frigate  was  only  known  in  the  Mediterranean,  and 
applied  to  a  kind  of  long  vcfiel,  navigated  in  tliat  fea  with  fails  and  oars. 

The 


F     U     L  FUT 

The  Englilh  were  the  fird  who  appeared  on  the  ocean  with  thofe  fhips, 
and  equipped  them  for  war  as  well  as  commerce. 

PULL  AND  BY,  (J>res  à?  plein,  Fr.)  the  fitiiation  of  a  fliip  with  re- 
gard to  die  wind,  when  Ihe  is  dole- hauled,  and  failing  in  fuch  a  manner 
as  neither  to  fleer  too  nigh  the  direftion  "f  tiie  wind,  nor  to  deviate  to 
leeward  ;  both  of  which  movements  are  unfavourable  to  her  courfe,  as  in 
the  former  her  fails  will  fliiver,  and  render  the  effort  of  the  wind  preca- 
rious and  ineffectual  ;  and  in  the  latter  flie  will  advance  in  a  direction 
widely  diftant  from  her  real  courfe.  Hence,  keep  her  full  !  {dejie  du 
vent  !  Fr.)  is  the  order  from  the  pilot  or  other  officer  to  the  helmfman, 
not  to  incline  too  much  to  windward,  and  thereby  fhake  the  fails  fo  as  to 
retard  the  courfe. 

FURLING,  (ferler,  Fr.)  the  operation  of  wrapping  or  rolling  a  fail 
clofe  up  to  the  yard,  ftay,  or  inaft  to  which  it  belongs,  and  winding  a 
gafket  or  cord  about  it  to  faften  it  thereto.     And  hence 

FURLING-LINE  denotes  a  cord  employed  in  this  office  :  thofe  which 
are  ufed  for  the  larger  fails  are  generally  Hat,  and  are  known  by  the  name 
of  gajkets. 

FUTTOCKS,  the  middle  divifion  of  a  fhip's  timbers  -,  or  thofe  parts 
which  are  fituated  between  the  floor  and  the  top-timbers.  See  this  fully 
explained  in  the  article  Timber. 

As  the  epithet  hooked  is  frequently  applied  in  common  language  to  any 
thing  bent  or  incurvated,  and  particularly  to  feveral  crooked  timbers  in  a 
iliip,  as  the  breaft-hooks^  fore-hooks,  after-books,  &c.  this  term  is  evidently 
derived  from  the  loweft  part  or  foot  of  the  timber,  and  from  the  fhape  of 
the  piece.     Hence 

Futtock-Shrouds,  or  rather  Foot-mook  Shrouds.  See  the.  article 
Shrouds. 


G     A     F  GAL 


G. 


GAFF,  a  fort  of"  boom  or  pole,  frequently  iifcd  in  Iniall  fhips,  to 
extend  the  upper  edge  of  the  mizen  ;  and  always  employed  tor  the 
lame  purpofc  on  thofe  fails  whofe  foremoft  edges  are  joined  to  the  maft  by 
hoops  or  laceings,  and  which  are  ufually  extended  by  a  iooDi  below.  Such 
arc  the  main-fails  of  all  Hoops,  brigs,  and  fchooners. 

The  foremoil,  or  inner  extremity  of  the  gaff,  is  furnithed  with  two  cheeks 
forming  a  femicirclc,  which  incloie  the  after  part  of  the  maft  fo  as  to  con- 
fine the  gaff  clofe  to  it's  refpedlive  maft  whilft  the  fail  is  hoifling  or  low- 
ering. It  is  further  fecured  In  this  fituation  by  a  rope  paffing  from  one 
of  the  checks  to  the  other  on  the  fore-fide  of  the  mall  ;  and  to  prevent 
the  friftion  of  this  rope  upon  the  mall,  by  hoifting  or  lowering,  lèverai 
little  wooden  balls,  called  trucks,  are  hung  upon  it,  in  the  fame  manner 
as  the  holy  beads  are  hung  upon  a  catholic's  rofary. 

GAGE.     See  Weather-Gage. 

To  GAIN  theivind,  in  navigation,  (gtigner  au  vent,  Fr.)  to  arrive  on  the 
weather-fide,  or  to  windward  of,  fome  other  vefTel  iji  fight,  when  both 
are  plying  to  windward,  or  failing  as  near  the  wind  as  polTible. 

GALE  of  wind,  a  phrafe  ufed  by  failors  to  exprefs  a  llorm  or  tempeft. 
It  is  more  particularly  termed  a  hard  gale,  or  flrong  gale. 

GALEON,  a  name  formerly  given  to  fliips  of  war,  furnifhed  with  three 
or  four  batteries  of  cannon.  It  is  now  retained  only  by  the  Spaniards,  and 
applied  to  the  largeft  fize  of  their  merchant  (hips,  employed  on  Weft-Indian 
voyages,  and  ulually  furnifhed  with  tour  decks.  Theylikewife  beftowthefame 
name  on  thofe  vefTels,  whether  great  or  fmall,  which  proceed  annually  to  La 
Vera  Cruz.  The  Portugueze  alio  have  feveral  fhips  which  they  fend  to  India 
and  the  Brazils,  nearly  refembling  the  galeons,  and  by  them  called  caragtics. 

GALLED,  (raqué,  Fr.)  the  flate  of  a  maft,  yard,  cable,  or  other  rope, 
when  it  is  deprived  of  the  furfacc,  and  chafed  by  friftion.  To  preferve 
thofe  articles  from  being  damaged  by  this  efïefl,  it  is  therefore  ufual  to 
cover  them  with  fkins,  mats,  canvas,  or  fuch  materials,  in  the  places 
where  they  are  the  moft  expofed  to  it  by  the  rolling  of  the  vefTel.  Sec 
the  article  Service. 

GALLERY,  a  balcony  projeéling  from  û\ç  fient  or  quarter  of  a  ihip  of 
v/ar,  or  large  merchantmen.  In  the  former,  the  ftern-gallery  is  ufually  de- 
corated with  a  baluilrade,  extending  from  onç  fide  of  the  fliip  to  the  other  ; 
the  fore-part  is  limited  by  a  partition  called  the  fkreen-bulk  head,  in  which 
are  framed  the  cabin  windows  -,  and  the  roof  of  it  is  formed  by  a  fort  of 

vault. 


GAL  G     A     N 

vaulr,  termed  the  cove,  which  is  frequtncly  ornamented   with  Iciilptiirt-. 
See  St£rn'. 

The  quarter  gallery  of  a  fliip  of  74  guns  is  reprefented  at  large,  in  the 
plate  referred  to  from  the  article  Quarter. 

GALLEY,  (galère,  Fr.)  a  kind  or  low  flat-built  veiTel,  furniflied  with  one 
deck,  and  navigated  with  fails  and  oars,  particularly  in  the  Mediterranean. 
Tlie  largcll  fort  of  thefe  venils,  (ga!cc?ffe,  Fr.)  is  employed  only  by  the  Ve- 
netians. They  are  commonly  162  feet  long  above,  and  133  feet  by  the  keel; 
52  feet  wide,  with  23  feet  length  of  flern-pofl.  They  are  furniflied  with 
three  mads,  and  thirty-two  banks  of  oars  -,  every  bank  containing  two 
oars,  and  every  oar  being  managed  by  fix  or  feven  flaves,  who  are  ufually. 
chained  thereto.  In  the  fore-part  they  have  three  little  batteries  of  cannon, 
of  which  the  lowed:  is  of  two  36  pounders,  the  fécond  of  two  24  pounders,  an-l 
the  uppermoft  of  two  2  pounders  :  three  18  pounders  are  alfo  planted  on 
each  quarter.  The  complement  of  men  for  one  of  thefe  gallics  is  generally 
1C03  or  1200.  They  are  cfteemed  extremely  convenient  for  bombarding 
or  making  a  defcent  upon  an  enemy's  coafl:,  as  drawing  but  little  water  ^ 
and  having  by  their  oars  frequently  the  advantage  of  a  fliip  of  war,  in  light 
winds  or  calms,  by  cannonading  the  latter  near  thcfurfaceof  the  water;  by 
fcouring  her  whole  length  with  their  fliot,  and  at  the  lame  time  keeping- otl 
her  quarter  or  bow,  io  as  to  be  out  of  the  direflion  of  her  cannon. 

1  he  gallies  next  in  fize  to  thefe,  which  are  alio  called  half-gallies,  are 
from  120  to  130  feet  long,  ]8  feet  broad,  and  9  or  10  feet  deep.  They 
have  two  mafl:s,  which  may  be  fl:ruck  at  plcafure,  and  are  furniflied  with 
two  large  lateen  fïils,  dnd  five  pieces  of  cannon.  They  have  commonly  25 
banks  of  oars,  as  deicribcd  above.  A  fize  ftill  lefs  than  thefe  are  called 
quarter-gallies,  carrying  from  twelve  to  fixtcen  banks  of  oars.  There  are 
very  few  gallies  now  befides  thofe  in  the  Mediterranean,  v,hich  are  tound  by 
experience  to  be  of  little  utility,  except  in  fine  weather;  a  circumftance 
which  renders  their  fervice  extremely  precarious.  They  generally  keep  clofe 
under  the  lliore,  but  ibmctimes  venture  out  to  fea  to  perform  a  fummcr 
cruife.     See  the  articles  Qjjarter  and  Vessel. 

GAMMONING,  (Heme,  Fr.)  a  rope  ufed  to  bind  the  inner  quarter  of 
the  bowfprit  clofe  down  to  the  Ihip's  Hem,  in  order  to  enable  it  the  better 
to  fupport  the  ftays  of  the  fore-mafl,  and  carry  fail  in  the  fore  part  of  the 
veficl.  Seven  or  eight  turns  of  this  rope,  fig.  6,  8,  and  9.  plate  IV.  are 
paflcd  over  the  bowlprit  A,  and  througli  a  large  hole  in  the  item  or  knee 
of  the  head  Y  alternately  :  after  all  the  turns  are  drawn  as  firm  as  pofli- 
ble,  the  oppofite  ones  are  braced  together  under  the  bowfprit  by  a  /rap- 
ing, as  exhibited  in  the  iame  fio;ure. 

GANG,  a  leleft  number  ot  a  fhip's  crew  appointed  on  any  particular 
fervice,  and  commanded  by  an  officer  fuitable  to  the  occafion. 

GANG-BOARD,  (planche,  Fr.)  a  board  or  plank  wiih  feveral  cleats 
or  iteps  nailed  upon  it  for  the  convenience  of  walking  into,  or  out  of,  a 
l)oat  upon  the  fliore,  where  the  water  is  not  deep  enough  to  float  the 
boat  clofe  to  the  landing-place. 

T  GANG- 


G     A     N  G     A     U 

GANGWAY,  (p(ijfe-tti-nnt^  Fr.)  a  narrow  platform,  or  range  of  plank^, 
laid  l:orizontally  along  the  upper  part  of  a  fliip's  fide,  from  the  quarter-deck 
to  the  forccaftlc,  for  the  convenience  of  walking  more  expeditioufly  fort 
ami  (ift,  than  by  dcfcending  into  the  waift".  This  platform  is  therefore  pe- 
culiar to  fhips  which  are  decp-'Ji'aiJled.  It  is  fenced  on  the  outfide  by  lèverai 
I'mall  iron  pillars,  and  a  rope  extended  from  one  to  the  other  -,  and  fometimes 
bv  a  netting,  to  prevent  any  one  from  falling  off  into  the  fea  when  the  fhip 
is  in  motion.  This  is  frequently  called  the  gang-board  in  merchant  vcffels. 

Gangway,  (échelle,  Fr.)  is  alfo  that  part  of  a  fliip's  fide,  both  within 
and  v«ithout,  by  whicli  the  palVengers  enter  and  depart.  It  is  for  this  pur- 
pofe  provided  v.'ith  a  kifficient  number  of  fteps,  or  cleats,  nailed  upon  the 
mip's  fide,  nearly  as  low  as  the  furface  of  the  water  -,  and  fometimes  fur- 
niihed  with  a  railed  accommodation-ladder,  whofe  lower  end  projedls  from 
the  fhip's  fide,  being  fecured  in  this  pofition  by  iron  braces,  fo  as  to 
render  the  afccnt  and  dcfcent  extremely  convenient. 

Gangway,  {acccurfie,  Fr.)  is  likewiie  ufed  to  fignify  a  pafl"age  left  in  the 
hold,  when  a  fliip  is  laden,  in  order  to  arrive  at  any  particular  place  therein, 
occafionally  -,  as  to  examine  the  fituation  of  the  provifions  or  cargo  ;  to 
difcover  and  (lop  a  leak;  or  to  bring  out  any  article  required  tor  fervice;  &:c. 
Finally,  a  gangway  implies  a  thoroughfare,  or  narrow  paflTage  of  any  kind. 

GARLAND,  a  fort  of  net,  whofe  opening  is  extended  by  a  wooden 
hoop  of  fufficient  fi/.e  to  admit  a  bowl  or  platter  within  it.  It  is  accord- 
ingly ufed  by  the  failors  as  a  locker  or  cupboard  to  contain  their  provi- 
fions, being  hung  up  to  the  deck  within  the  birth,  where  they  commonly 
inefs  between  decks. 

^'y6(5/-GARLAND,  (cpitié,  Fr.)  3  piece  of  timber  nailed  horizontally  along 
the  fliip's  fide  from  one  gun-port  to  another,  and  ufed  to  contain  the 
round- fliot  ready  for  charging  the  great  guns  in  battle.  For  this  purpofe 
it  is  furniflied  with  fevcral  femi-globular  cavities,  correfponding  to  the 
fize  of  the  cannon-balls  which  it  is  employed  to  contain. 

GA.RNET,  (gcirant,  Fr.)  a  fort  of  tackle  fixed  to  the  main-ftay  of  a 
merchant  fliip,  and  ufed  to  hoifi:  in  and  out  the  goods  of  which  the  cargo 
is  compofed. 

Garnet  is  alfo  a  fmall  tackle  faftened  to  the  clues  or  lower  corners  of 
the  main-fail  or  fore-fail,  for  the  purpofe  of  trufilng  up  thofe  fails,  as  oc- 
cafion  requires  ;  and  hence  it  is  called  Clue-Garnet,  which  fee. 

GARBOARD-STREAK,  (gabord,  Fr.)  in  fliip-building,  the  firft  range 
ox  Jlreak  of  planks  laid  upon  a  fhip's  bottom  next  to  the  keel,  throughout 
the  whole  length  of  the  Hoor.  The  edge  of  this  plank  is  let  into  a  groove 
or  channel  in  the  fide  of  the  keel,  which  is  called  tiie  rabbet  of  the  gar- 
board-flreak. 

GASKET,  {7arcet,  Fr.)  a  fort  of  platted  cord  faftened  to  the  fail-yards 
of  a  fliip,  and  ufed  to  furl  or  tie  up  the  fail  firmly  to  the  yard.  This  is 
performed  by  wrapping  the  gaflcet  round  the  yard  and  fail  fix  or  fcven 
times,  the  turns  being  at  a  competent  difl:ance  from  each  other. 

GAUNTLOPE,  pronounced  gauntlet,  a  race  which  a  criminal  is  kn~ 
tenced  to  run  in  a  velfel  of  war,  as  a  puniflimtnt  for  felony,  or  fome  other 
teinous  ofrcnce. 

5  It 


G     I     M  GOO 

It  is  executed  in  the  following  manner  :  the  whole  fhip's  crew  is  difpofed 
in  two  rows,  Handing  face  to  face  on  both  fides  of  thi-  deck,  fj  as  to  form  a 
lane,  whereby  to  go  fc>;-z::nrd  on  one  fide,  and  return  af(  on  the  other  ;  eacii 
perfon  being  furnifhed  with  a  fmali  twilled  cord,  called  a  knittle,  having 
two  or  thrte  knots  upon  it.  The  delinquent  is  then  fcripped  naked  above 
the  waill,  and  ordered  to  pafs  forward  between  the  two  rows  of  men,  and 
aft  on  the  other  fide,  a  certain  number  of  times,  rarely  exceeding  three; 
during  wiiich  every  pcrlon  gives  him  a  flripe  as  lie  runs  along.  In  his  paf- 
fage  through  this  painful  ordeal  he  is  fometimes  tripped  up,  and  very  fc 
verely  handled  while  incapable  of  proceeding.  This  puniflimenr,  which  is 
called  running  the  gauntlet,  (courir  la  bouline^  Fr.)  is  feldom  infliâ:ed  except 
for  fuch  crimes  as  will  naturally  excite  a  general  antipathy  amongft  the 
feam.en  -,  as  on  fome  cccafions  the  culprit  would  pafs  without  receiving  a 
fiogle  blow,  particuhirly  in  cafes  of  mutiny  or  fedition,  to  the  punifliment 
of  which  our  common  failors  feem  to  have  a  conltitutional  avcrfion. 

GliARS.     See  Jears. 

GIMBALS,  [balancier s,¥v.)  the  brafs  rings  by  wjiich  a  fea-compafs  is  fuf- 
pentled  in  it's  box  that  ufually  Hands  in  the  binacle.  Sec  the  article  Binacle. 

GIMBLETING,  a  term  particularly  applied  to  the  anchor,  to  denote 
the  aétion  of  turning  jt  round  by  the  flock,  lb  that  the  motion  of  the  ftock 
appears  fimilar  to  that  of  the  handle  of  a  gimblet,  when  it  is  employed  to 
turn  the  wire. 

GIRT,  the  fituation  of  a  fliip  which  is  moored  fo  flrait  by  her  cables, 
extending  from  the  haivfe  to  two  diilant  anchors,  as  to  be  prevented  from 
Twinging  or  turning  about,  according  to  any  change  of  the  wind  or  tide, 
to  the  current  of  which  her  head  would  otherwife  be  directed. 

The  cables  are  extended  in  this  manner,  by  a  ilrong  application  of  me- 
chanical powers  within  the  fliip  ;  fo  tliat  as  fhe  veers,  or  endeavours  to 
fwing  about,  her  fide  bears  upon  one  of  the  cables,  which  catches  on  her 
heel,  and  interrupts  her  in  the  adl  of  traverfing.  In  this  pofition  fhe  mull 
ride  with  her  broadfide  or  ftern  to  the  wind  or  current,  till  one  or  both  of 
the  cables  are  tlackened  lb  as  to  fink  under  the  keel  ;  after  which  the  lliip 
will  readily  yield  to  the  effort  of  the  wind  or  current,  and  turn  her  head 
thither.     See  the  article  Riding. 

GIRT-LINE,  {caric.hu,  Fr.)  a  rope  palTing  tlirough  a  fingle  block,  on 
the  head  of  the  lower  mails,  to  hoill  up  the  rigging  thereof;  as  alfo  the 
jjerfons  employed  to  place  the  rigging  and  crofs-trees  u()Gn  the  mall-heads. 
The  girt-line  is  therefore  the  firlt  rope  enîployed  to  rig  a  fliip,  and  by 
means  of  this  all  the  lell  arc  drawn  up  and  fixed  ;  after  which  ic  is  re- 
moved till  the  fhip  is  to  be  unrigged. 

GONDOLA,  a  fort  of  barge,  curioufly  ornamented,  and  navigated 
on  the  canals  of  Venice  ;  alfo  a  paflage-boat  of  fix  or  eight  oars,  in  other 
parts  of  the  coall  of  Italy. 

CjOOGINGS,  (Jmdks,  Fr.)  certain  clamps  of  iron  bolted  on  the  Hern- 
poll  of  a  Ihip,  whereon  to  hang  the  rudder,  and  keep  it  Heady;  for  which 

urpofe  there  is  a  hole  in  each  of  them,  to  receive  a  correfpondent  fpindle 

ulted  on  the  back  of  the  rudder,  which  turns  thereby  us  upon  hingci. 

T  2  '  Theic 


C 


GOO  G     R     I 

1  here  ave  generally  four,  five,  or  fix  googings  on  a  ftiip's  flern-pofi  and 
riiddtr,  according  to  her  fize,  and  upon  thcfe  the  rudder  is  lupportcd, 
and  traveiil'S  tVcm  fide  to  fide  as  upon  an  axis.     See  Helm. 

GOOSE-NECK,  a  fort  of  iron  hook  fitted  on  the  inner  end  of  a  boom, 
and  introduced  into  a  clamp  of  iron,  or  eye-bolt,  which  encircles  the  maft^ 
<jr  is  fitted  to  fome  other  place  in  the  fhip,  fo  that  it  may  be  unhooked  at 
plcafure.     See  Boom. 

GOOSE- WINGS  of  a /nil,  the  clues  or  lower  corners  of  a  fliip's  main- 
fa:],  or  fore-fail,  when  the  middle  part  is  furled  or  tied  up  to  the  yard. 

The  goofe-wings  are  only  ufcd  in  a  great  ftorm  to  feud  before  the  wind, 
•when  the  fail  at  large,  or  even  diminilhed  by  a  reef,  would  be  too  great 
a  prcflure  on  the  fliip,  in  that  fituation. 

GORING,  ('atigue,  Fr.)  that  part  of  the  flcirts  of  a  fail,  where  it  gra- 
dually widens  from  the  upper  p.trt  or  head,  towards  the  bottom  :  the  gor- 
ing-cloths  are  therefore  thofc,  which  are  cut  obliquely,  and  added  to  the 
breadth.     See  Sail. 

GRAPPLING,  {grû.pin  criffon,  Fr.)  a  fort  of  fmall  anchor,  fitted  with 
four  or  five  flukes  or  claws,  plate  IV.  fig.  5.  and  commonly  ufcd  to  ride 
a  boat  or  otiicr  fmall  vefiel. 

T^V^-Grapplinc,  (grapin  d'  abordage,  Fr.)  an  inftrument  nearly  refemb- 
ling  the  former,  but  dilfering  in  the  conllrudion  of  it's  flukes,  which  are 
furniihcd  with  ftrong  barbs  on  their  points,  fig.  4.  plate  IV.  Thefe 
machines  are  ufually  fixed  on  the  yard-arms  of  a  lliip,  in  order  to  grapple 
any  adverfary  whom  Ihe  intends  to  board.  They  are  however  more  par- 
ticularly ufeful  \n  fire-fJjips,  for  the  purpofes  dtfcribed  in  that  article. 

GRATINGS,  (caillebotis,  Fr.)  a  fort  of  open  covers  for  the  hatches, 
formed  by  feveral  fmall  laths  or  battens  of  wood,  which  crofs  each  ether 
at  right  angles,  leaving  a  fquare  interval  between.  They  are  formed  to 
admit  the  air  and  light  from  above  into  the  lower  apartments  of  the  fhip» 
particularly  when  the  turbulence  of  the  fea  or  weather  renders  it  neceflary 
to  fhut  the  ports  between  decks  ;  and  alio  to  let  the  fmoke  efcape  from, 
the  lower  decks  in  the  time  of  battle. 

Ledges  of  the  Gratings,  (barrotins  de  caillebotis,  Fr.)  ledges  of  the  grat- 
ings. 

Grating,  (egouttcir,)  a  drain  whereon  to  lay  new  tarred  cordage. 
GRAVING,  {oeuvres  de  mp.rée,YT.)  the  aft  of  cleaning  a  fliip's  bottom 
when  fhe  is  laid  aground  during  the  recefs  of  the  tide.     See  the  article 
Breaming,  where  this  operation  is  particularly  explained. 
GRIPE,  the  fame  with  Fore-foot.     See  that  article. 
GRIPES,  (haul ans  de  chaloupe,  Fr.)  a  machine  formed  by  an  aflemblage 
of  ropes,  hooks,  and  deed-eyes,  and  ufed  to  fecure  the  boats  upon  the  deck 
of  a  Ihip  at  fea,  and  prevent  them  from  being  fliaken  by  the  labouring  of 
the  vcfi'el.    The  hooks,  v^hich  are  faftened  at  their  ends,  are  fixed  in  ring- 
bolts in  the  deck  on  each  fide  of  the  boat  -,  whence,  paffing  over  her  mid- 
dle and  extremities,  they  are  extended  by  means  of  the  dead-eyes,  fo  as 
to  render  the  boats  as  firm  and  fecure  as  poffible. 

Griping, 

5 


G     R     I  G     U     L 

Griping,  (ardent^  Fr,  the  inclination  of  a  fhip  to  run  to  windward  of 
her  courfe,  particularly  when  flie  fails  with  the  wind  on  her  beam  or  quarter. 
This  efteft  is  partly  occafioned  by  the  fliock  of  the  waves  that  ftrike  the  fhip 
perpetually  on  the  weather-quarter,  and  fore;  the  ftern  to  leeward  -,  but 
chielly  by  the  arrangement  of  the  fails,  which  difpofes  the  fhip  continually 
to  edge  to  windward,  while  in  this  fituation  of  failing. 

GROMMKT,  {bague,  daillol^  Fr.)  a  fort  of  fmall  wreath,  formed  oi njlrand 
of  rope,  and  ufed  to  fatten  the  upper  edge  of  a  ftay-fail  to  it's  refpeftive 
flay,  in  different  places.  By  means  of  the  grommets,  the  fail  is  according- 
ly hoilled  or  lowered,  /.  e.  drawn  up  or  down  upon  it's  flay,  in  the  fiime 
manner  as  a  curtain  is  extended  or  drawn  along  upon  it's  rod,  by  the  af- 
fiftance  of  rings.     See  alfo  the  article  Hank. 

GROUNDING,  the  act  of  laying  a  fhip  afnore,  in  order  to  bream  or 
repair  her.  It  is  alfo  applied  to  running  aground  accidentally  when  under 
fail,  or  driving  in  a  tcmpeft. 

GROUND- TACKLE,  {amarrages,  Fr.)  a  general  name  given  to  all' 
forts  of  ropes   and  furniture  which  belong  to   the  anchors,  or  vvhich  are 
employed  in  mooring,  or  otherwife  lecuring  a  fhip  in  a  road  or  harbour  j 
as  cables,  hawfers,  tow-lines,  warps,  and  buoy-ropes. 

GROWING,  implies  the  direftion  of  the  cable  from  the  fhip  towards 
the  anchors  ;  as,  the  cable  grows  on  the  itarboard-bow,  /.  c.  llretches 
out  forwards  on  the  ftarboard,  or  right  fide. 

GUARD-BOAT,  a  boat  appointed  to  row  the  rounds  amongfl  the  fhips 
of  war  which  are  laid  up  in  any  harbour,  &c.  to  obferve  that  their  officers 
keep  a  good  look-out,  calling  to  the  guard-boat  as  fhe  pafTes,  and  not 
Jull'ering  her  crew  to  come  aboard,  without  having  previouQy  communi- 
cated the  watch-word  of  the  night. 

GUARD-IRONS,  certain  curved  or  arched  bars  of  iron  placed  over 
the  ornamental  figures,  on  a  fliip's  head  or  quarter,  to  defend  them  from 
the  imprefTiLH  of  fbme  other  fliip  when  tiiey  lie  dole  to,  or  rub  againft 
eacii  other. 

GUARD-SHIP,  a  vefTcl  of  war  appointed  to  fuperintend  the  marine 
affairs  in  a  harbour  or  river,  and  to  fee  that  the  fliips  which  are  not  com- 
millioned  have  their  proper  watch  kept  duly,  by  fending  her  guard-boats 
around  them  every  night  :  flie  is  alfo  to  receive  feamen  who  are  impreffed 
in  the  time  of  war. 

GULF,  ^^olfe,  Fr.  golfo,  Ital.)  a  broad  and  capacious  bay,  comprehended 
between  two  promontories,  and  fometimes  taking  the  name  of  a  fea,  when 
it  is  very  extcnfive,  but  particularly  when  it  only  communicates  witli  the 
fea  by  means  of  a  Itreight  :  luch  are  the  liuxine,  or  Black  Sea,  otherwife 
called  the  gulf  of  Conftantinoplc  ;  the  Adriatic  Sea,  called  alfo  the  gulf 
of  Venice  ;  tlie  gulf  of  Sitlra  near  Barbary,  and  the  gulf  of  Lions  near 
France:  all  thcle  gulfs  are  in  the  Mediterranean:  there  arc  befides  the 
gulf  of  Mexico,  the  gulf  of  St.  Lawrence,  and  the  gulf  of  Calliphor- 
nia,  which  are  in  North  America,  There  are  alio  the  gulf  of  I'crfia, 
otherwife  called  the  Red  Sea,  between   Perfia  and  Arabia;  the  gulf  of 

Bengal 


GUN  G     Y     B 

Bengal  in  India,  and  the  gulfs  of  Cochinchina  and  Kamtfthatca,  near  tiic 
coLintries  of  the  lame  name. 

GUNNEL,  or  GUN-WALE,  (J>lai-krd,  Fr.)  the  upper  edge  of  a 
fhip's  fide. 

GUNNEK  of  a  Jhip  cf  v)(ir,  {caunonier  de  l'aiffeau,  Fr.)  an  officer  ap- 
jwinted  to  take  charge  of  the  artillery  and  ammunition  aboard  ,  to  ob- 
fcrve  that  the  former  are  always  kept  in  order,  and  pro[)crly  fr.tcd  with 
tackles  and  other  furniture,  and  to  teach  the  lailors  the  exercife  of  the 
cannon.     See  Exercise. 

GUN-ROOM,  an  appartment  on  the  after  end  of  the  lower,  or  gun- 
deck,  o{  a  (bip  of  war  ;  generally  deflined  for  the  ufe  of  the  gunner  in 
large  fhips,  but  in  fnall  ones,  it  is  ufed  by  the  lieutenants  as  a  dining- 
room,  &c. 

GUST,  (dragon  de  vent,  Fr.)  a  fudden  and  violent  fquall  of  wind, 
buriling  from  the  hills  upon  the  fea,  fo  as  to  endanger  the  fliipping  near 
the  fliore.  Thefe  are  peculiar  to  fome  coafts,  as  thofe  of  South-Barbary 
and  Guinea. 

GUTTER-LEDGE,  {traverfter  d'ecoutille,  Fr.)  a  crofs  bar  laid  along 
the  middle  of  a  large  hatchway  in  fome  vefiels,  to  fupport  the  covers,  and 
enable  them  the  better  to  fuftain  any  weighty  body  which  may  be  moved 
or  laid  thereon. 

GUY,  a  rope  ufed  to  keep  fleady  any  weighty  body  whilfl:  it  is  hoifting 
or  lowering,  particularly  when  tiie  Ihip  is  fliaken  by  a  tcmpeituous  fea. 

Guv  is  likewife  a  large  flack  rope,  extending  from  the  head  of  the  main- 
mall  to  the  head  of  the  fore-maft,  and  having  two  or  three  large  blocks 
fattened  to  the  middle  of  it.  This  is  chiefly  employed  to  fullain  the  tackle 
uied  to  hoift  in  and  out  the  cargo  of  a  merchant  fliip,  and  is  accordingly 
removed  from  the  mall-heads  as  foon  as  the  veflTel  is  laden  or  delivered. 

GYBING,  the  a<5l  of  fliifting  any  boom-fail  from  one  fide  of  the  mafl; 
to  the  other. 

In  order  to  underftand  this  operation  more  clearly,  it  is  neceflary  to  re- 
mark, that  by  a  boom-fail  is  meant  any  fail  whofe  bottom  is  extended  by 
a  boom,  the  fore-end  of  which  is  hooked  to  it's  refpedlive  mafl:,  fo  as  ro 
fwing  occafionally  on  either  fide  of  the  vefiel,  defcribing  an  arch,  of 
•which  the  mail  will  be  the  center.  As  the  wind  or  the  courle  changes,  it 
alfo  becomes  frequently  necefl^ary  to  change  the  pofition  of  the  boom,  to- 
.  gcther  with  it's  fail,  which  is  accordingly  fiiifted  to  the  other  fide  of  the 
vefiel  as  a  dcor  turns  upon  it's  hinges.  The  boom  is  puflicd  out  by  the 
effort  of  the  wind  upon  the  fail,  and  is  refl:rained  in  a  proper  fituation  by 
a  ftrong  tackle  communicating  with  the  vefll4's  fterii,  and  called  ih(;JbeeL 
It  is  alfo  confined  on  the  fore-part  by  another  tackle,  called  the  guy.  See 
the  preceding  article. 


H. 


HAG  HAN 


H. 


HAGS  TEETH,  or  Hak.es  Treth,  thofe  parts  of  a  matting,  fohit- 
ing,  &c.  which  are  interwoven  with  the  reft,  in  an  erroneous  and 
irregular  manner,  fo  as  to  appear  aukwarcl  in  the  general  uniformity  of 
the  work.     See  Pointing,  &c. 

HAILING,  the  faUitation  or  accofting  of  a  fliip  at  a  diftancc,  either 
at  fea  or  in  a  harbour.  The  ufual  expreffion  is,  Hoa,  the  fhip  ahoay  ! 
To  which  fhe  anfwers.  Holloa  !  Whence  came  ye?  Where  are  ye  bound  } 
Good  voyage  !  Wliat  cheer  ?  All  well  !  How  fare  ye  ?   &c. 

HALIARDS,  (drijfe,  Fr.)  the  ropes  or  tackles  ufually  employed  to 
hoift  or  lower  any  fail  upon  it's  rcfpeftive  mafts  or  ftay.  See  alfo  Jears. 

HAMMOC,  (branle,  Fr.)  a  piece  of  canvas,  fix  feet  long  and  three  feet 
wide,  gaciicrcd  or  drawn  together  at  the  two  ends,  and  hung  horizontally 
under  the  deck,  lengthways,  for  the  failors  to  fleep  therein.  There  are 
ulually  from  fourteen  to  twenty  inches  in  breadth  allowed  between  decks 
for  every  hammoc  in  a  fliip  of  war  :  this  fpace  however  muft  in  fome 
mcafure  depend  on  tlie  number  of  the  crew,  &c.  in  proportion  to  the  room 
of  the  vefTel. 

In  the  time  of  battle  the  hammocs,  together  with  their  bedding,  are  all 
firmly  corded,  and  fixed  in  tlie  nettings  on  the  quarter-deck,  or  where- 
ever  the  men  are  too  much  expofcd  to  the  view  or  fire  of  the  enemy.  See 
the  article  Engagement. 

HANDING  the  fails,  the  fame  operation  with  furling  them,  which  fee. 

HAND-OVER-HAND  !  {mmn  avant!  Fr.)  the  order  to  the  men,  who 
pull  upon  any  rope,  topafs  their  hands  alternately  one  before  the  other,  or 
one  above  the  other,  if  they  arc  hoifting,  in  order  to  haften  the  fervice. 

A  failor  is  laid  to  go  aloft,  liand-over-hand,  when  he  alcends  into  the 
tops,  &c.  by  a  fingle  rope,  as  a  fhroud  or  back-ftay,  without  the  help  of 
the  raltlings,  by  tlie  dexterity  of  throwing  one  hand  above  the  other,  and 
lifting  his  weight  along  with  it. 

HANDSPEC,  (an/pec,  Fr.)  a  wooden  bar  ufcd  as  a  lever  to  heave  about 
the  windlafs,  in  order  to  draw  up  the  anchor  from  the  bottom,  particularly 
in  mercliant  fliips:  lor  this  purpoie  the  handle  or  fmall  end  is  round  and  ta- 
pering; and  the  other  end  is  (quare,  in  order  to  conform  to  the  fliapeof  the 
Iiuks  in  the  w  indlafs.  It  is  alio  employed  as  a  lever  on  many  other  occafions, 
as  (lowing  tlic  anchors,  or  provifions,  or  cargo,  in  the  flfip's  hold. 

Gunner's  Handspeck,  (renard,  Fr.)  an  handl'pec  ihortcr  and  flatter  tlian 
the  above,  and  armed  with  two  claws,  for  the  purpofe  of  managing  the 
artillery  in  battle,  &.c, 

HANK 


HAN  H     A     R 

HANK  FOR  HANK,  a  phrafe  exprcfTcd  of  two  (hips  vjhkli  tack  and 
make  a  progrefs  to  windward  togctlicr.  'I'hc  Dolphin  and  Cerberus  turn- 
ed up  the  river  /.r.iik  Jor  honk,  witliout  being  able  to  [^ct  to  v;indward  ut' 
■each  other. 

HANKS,  {dailkts,  Fr.)  certain  wooden  rings  fixed  upon  the  fbays  of  a 
fliip,  whereby  to  confine  the  Itay-fnils  thereto  at  dificrent  heighths.  They 
are  ufed  in  the  place  of  gromntets,  being  a  later  invention  and  much  more 
convenient;  becaufe,  be  ing  framed  by  the  bending  of  a  tough  piece  of  wood 
into  the  form  of  a  wreath,  and  fallencd  at  the  two  ends  by  nicans  ut 
notches,  they  retain  their  circular  Hgurc  and  elafticity -,  whereas  the  grom- 
rr.ets,  which  are  formed  of  rope,  are  apt  to  relax  in  warm  weather  and 
adhere  to  t!ie  ftays,  fo  as  to  prevent  the  fails  from  being  readily  hoilled 
or  lowered. 

Harbour,  {havre,  Fr.)  a  general  name  given  to  any  fea-port  or  haven  ; 
as  alfo  to  any  place  convenient  for  mooring  fhipping,  although  at  a  great 
diflance  from  the  Tea.  The  qualities  requifite  in  a  gocd  harbour  are,  that 
the  bottom  be  entirely  free  from  rocks  or  fliallows  ;  tliat  tlie  opening  be  of 
fufficient  extent  to  admit  the  entrance  or  departure  of  large  fliips,  without 
difficulty  ;  that  it  fhould  have  good  anchoring  ground,  and  be  cafy  of  ac- 
cefs  ;  that  it  fliould  be  well  defended  from  the  violence  of  the  wind  and 
fea  ;  that  it  fhould  have  room  and  convenience  to  receive  the  fliipping  of 
different  nations,  and  thofe  which  are  laden  with  different  mcrchandifes  ; 
that  it  be  furnifhed  with  a  good  light-iioufe,  and  have  variety  of  proper 
rings,  pofls,  moorings,  &c.  in  order  to  remove  or  fccure  the  veflels  con- 
tained therein  :  and  finally,  that  it  have  plenty  of  wood,  and  other  mate- 
rials for  firing,  bcfides  hemp,   iron,   mariners,  &c. 

HARD-A-LEE,  {barre  à  bord,  Jom  le  vent,  Fr.)  the  fituation  of  the 
helm  when  it  is  pufhed  clofe  to  the  lee  fide  of  the  fhip,  either  to  lack  or 
keep  her  head  to  the  wind,  when  lying  by  or  trying:  alio  the  order  to  put 
the  helm  in  this  pofition. 

HARD-A-\VEATHKR,  (arrive  tout,  Fr.)  the  order  to  put  the  helm 
clofe  to  the  weather  or  windward  fide  of  the  Ihip,  in  order  to  bear  away. 
It  is  likewife  the  pofition  of  the  helm,  in  confequcnce  of  that  order;  be- 
ing in  both  fenfes  oppofed  to  hard-a-lee. 

HARPINS,  the  fore-parts  of  the  wales  which  encompafs  the  bow  of  a 
fhip,  and  are  faftened  to  the  ftem,  being  thicker  than  the  after  part  of  the 
wales,  in  order  to  reinforce  the  fhip  in  this  place,  where  fhe  iuftains  the 
greateft  Ihock  of  refiftance  in  plunging  into  the  fea,  or  dividing  it,  under 
a  great  prelTure  of  fail. 

C/?/-FlARriNS.     See  Cat-Harpins. 

HARPOON,  {harpon,  Fr.)  a  fpear  or  javelin  ufed  to  ftrike  the  whales 
in  the  Greenland  fiHiery. 

The  harpoon,  which  is  fometimes  called  the  harpin-iron,  is  furnifhed 
•with  a  long  llafF,  having  at  one  end  a  broad  and  flat  triangular  head  fharpened 
at  both  edges,  fo  as  to  penetrate  the  whale  with  facility  :  to  the  head  of 
this  weapon  is  faftened  a  long  cord,  called  the  whale-line,  which  lies  care- 
fully coiled  in  the  boat,  in  fuch  a  manner,  as  to  run  out  without  being 

interrupted 


HAT  H     A     U 

interrupted  or  intangled.  As  foon  as  the  boat  lias  rowed  within  a  competent 
dillanceof  the  whale,  the  harpooner  laiinclies  his  inftrumentv  and  the  fifli, 
being  wounded,  immediately  delcends  under  the  ice  witii  amazing  rapidity, 
carrying  the  harpoon  along  with  him,  and  a  con fiderable  length  of  the  line. 
Reing  foon  exhaufted  with  the  fatigue  ;.nd  Icfs  of  blood,  he  re-afcends  in 
order  to  breath.e,  where  he  prefently  expires,  and  floats  upon  the  furfsceof 
the  water,  when  they  approach  the  carcafe  by  drawing  in  the  whale-line. 

II ATCI  I,  or  HATCHWAY,  {ecûuliUe,  Fr.)  a  fquare  or  oblong  openirg 
in  the  deck  of  a  lliip,  of  which  there  are  feveral,  forming  the  pafTagcs  from 
one  deck  to  another,  and  into  the  hold^  or  lower  apartments.  See  the  Deck, 
plate  III.  where  A  reprefents  the  main-hatchway  of  the  lower  deck;  is  N, 
the  fore-hatchway  ;  and  O  O,  tlie  after-hatchway. 

There  are  likewife  hatches  of  a  fmaller  kind,  called  fcuttles.  See  U  U 
in  the  fame  figure,  as  alio  the  article  Scuttle. 

Hatches  is  alfo,  although  improperly,  a  name  applied  by  failors  to  the 
covers  or  lids  of  the  hatchways. 

To  HAUL,  (haler,  Fr.)  an  exprefiion  peculiar  to  feamen,  implying  to 
pull  a  fingie  rope,  without  the  aflUiance  of  blocks,  or  other  mechanical 
powers  :  when  a  rope  is  otherwife  pulled,  as  by  th.e  application  of  tackk-s, 
or  the  connexion  with  blocks,  &c.  the  term  is  changed  into  hcvsf.ng.  See 
alfo  the  articles  Bowse,  Hoist,  and  Rowsing. 

To  Haul  the  wind,  {venir  mi  vent,  Fr.)  to  direct  the  flTip's  courfe  nearer 
to  that  point  of  the  compafs  from  which  the  wind  arifes.  Thus  fuppohnga 
fliip  failing  fouth-weft,  with  the  wind  northerly,  and  fome  particular  occafion 
renders  it  neceflary  to  haul  the  wind  further  to  the  weitward  ;  to  perform 
this  operation  it  is  neceffiiry  to  arrange  the  fails  more  oblie]uely  with  her 
keel  ;  to  brace  the  yards  more  forward,  by  flackening  the  Itarboard  and 
pulling  in  the  larboard  braces,  and  to  haul  the  Xv.wtr  fieets  further  sft:  and 
finally,  to  put  the  helm  a-port,  /.  e.  over  to  the  larboard  fide  of  the  veficl. 
As  foon  as  her  head  is  turned  dirtâily  to  the  wtftward,  and  her  fails  are 
trimmed  accordingly,  fhe  is  faid  to  have  hauled  the  wind  four  points,  that 
is  to  fay,  from  S.  \V.  to  W.  She  may  Hill  go  two  points  nearer  to  the 
direftion  of  the  wind,  by  difpofing  her  fails  according  to  their  greatcll  ob- 
liquity ;  or,  in  tlic  fea-phraife,  by  trinmiing  all  f.^^rp:  and  in  this  fituation 
Ihe  is  faid  to  be  clofe-hauled,  as  failing  W.  N.  W.  Sec  the  articles  Close- 
hauled  and  Sailing. 

HAWSE,  is  generally  under  flood  to  imply  tlie  fituation  of  the  cables 
before  the  fhip's  Rem,  when  fhe  is  moored  with  two  anchors  out  from  for- 
ward, viz.  one  on  the  ilarboard,  and  the  other  on  the  larboard  bow. 
Hence  it  is  ufual  to  fay.  She  has  a  clear  hawfe,  or  a  foul  ha-.vfc.  It  alio 
denotes  any  fmall  diflance  a-bepJ  of  a  fliip,  or  between  her  head  and  the 
anchors  employed  to  ride  her  ;  as,  "  He  has  anchored  in  our  hawfe  -,  the 
"  brig  fell  athwart  our  hawfe,"  ice. 

A  Ihip  is  faid  to  ride  with  a  clear  hawfe,  when  the  cables  are  dire<5ted  to 
jheir  anchors,  without  lying  athwart  the  flcm  -,  or  eroding,  or  being  twilled 
round  each  other,  by  the  ihip's  winding  about,  according  to  the  change  of 
the  wind,  tide,  or  current. 

U  -  Afoul 


MAW  H     E     A 

A  foul  hawfe,  on  the  contrary,  iir.plies  that  the  cables  lie  acrofs  the 
ilem,  or  bear  upon  each  other,  fo  as  to  be  rubbed  and  chafed  by  tlic  nio- 
lion  of  the  vefTcl. 

Tlic  hawfc  accordingly  is  foul,  by  having  either  a  crofs,  an  elbow,  or 
a  round  turn.  If  the  larboard  cable,  lying  acrofs  the  (lem,  points  out  on 
the  (larboard  fide,  -while  the  ftarboard  cable  at  the  fiune  time  grows  out 
on  the  larboard  fide,  there  is  a  crofs  in  tlie  hawfe.  If,  after  this,  the  fliip, 
without  returning  to  her  former  pofition,  continues  to  wind  about  the  fame 
v/ay,  fo  as  to  perform  an  entire  revolution,  each  of  the  cables  will  be  twifVed 
round  the  other,  and  then  dircfted  out  from  the  oppofite  bow,  forming 
what  is  called  a  round  turn.  An  elbow  is  produced  when  the  fliip  flops  in 
the  middle  of  that  revolution,  after  liavinghad  a  crofs:  or,  in  other  words, 
if  llie  rides  with  her  head  northward  with  a  clear  hawfe,  and  afterwards 
turns  quite  round  fo  as  to  direCl:  her  head  northward  again,  (lie  will  have 
an  elbow.     See  the  articles  Elbow  andRiDi.MC. 

Hawse-holes,  (ecubiers,  Fr.)  certain  cylindrical  holes  cut  through  the 
bows  of  a  fhip  on  each  fide  of  the  ftcm,  through  wh'ch  the  cables  pafs  in 
order  to  be  drawn  into,  or  let  out  of  the  vefTcl,  as  occafion  requires.  They 
are  reprefented  by  dd  in  fig.  lO.  plate  IV.  being  fortified  on  each  fide  by  the 

Hawse-pieces,  a  name  given  to  the  foremoft  timbers  of  a  fliip,  whofc 
lower  ends  reft  upon  the  knuckle-timber,  or  the  foremoft  of  the  cant-tim- 
bers. They  are  generally  parallel  to  the  ftem,  having  their  upper  ends 
fometimes  terminated  by  the  lower  part  of  the  beak-head  ;  and  othcrwife, 
by  the  top  of  the  bow,  particularly  in  fmall  fliips  and  merchantmen. 

HAWSER,  a  large  rope  which  holds  the  middle  degree  between  the 
cable  and  t&w-line,  in  any  Ihip  whereto  it  belongs,  being  a  fize  fmaller  than 
the  former,  and  as  much  larger  than  the  latter. 

HEAD,  an  ornamental  figure  erefted  on  the  continuation  of  a  fliip's 
ftem,  as  being  expreffive  of  her  name,  and  emblematical  of  war,  naviga- 
tion, commerce,  &c. 

The  heads  which  have  any  affinity  to  war  or  navigation,  are  in  general 
cither  hiftorical,  as  referring  to  fome  of  the  deities  or  heroes  of  antiquity  ; 
or  allegorical,  as  alluding  to  fome  of  the  natural  confequences  of  battle, 
or  the  virtues  moft  efiential  to  a  life  expofed  to  perpetual  danger.  Thus, 
in  the  former  fenfe,  they  reprefent  a  Neptune,  an  Alcides  ;  a  Mars,  an 
Achilles  -,  a  Minerva,  or  a  Jafon -,  and  in  the  latter  they  produce  a  Alag- 
7ianme,  an  Intrepid,  a  Revenge,  oraViftor)'. 

The  head  of  a  fliip  however  has  not  always  an  immediate  relation  to  her 
name,  at  leaft  in  the  Britifli  navy.  Various  inftances  might  be  produced  to 
fliew,  that  our  artifts,  as  it  fuits  their  convcniency  or  judgment,  can  difpenfe 
•with  this  fuppofed  idea  of  propriety.  Hence  we  fometimes  obfcrve  the 
place  of  a  Jafon  fupplied  by  a  Medea-,  or  a  beaft  of  prey  made  the  repre- 
ientative  of  an  illuftrious  lady.  The  fame  liberty  of  defign  may  therefore, 
with  equal  propriety,  be  allowed  to  fymbolize  the  fuccelTes  of  our  arms, 
by  a  groupe  of  heterogeneous  figures,  of  iundry  fliapes  and  fizes,  according 
to  the  artift's  opinion  of  their  fuperiority  or  fubordination.  Their  attitude 
and  fituation,  as  well  as  their  fize,  mull  accordingly  depend,  in  a  great 
5     ^  meafure^ 


H     E     A  H     E     A 

mcafure,  on  the  fpace  into  which  they  are  to  be  crowded  -,  for  although 
the  figures  may  be  of  equal  importance  in  tlicmfelves,  yet  as  there  is  not 
room  for  them  all,  as  large  as  the  life,  on  a  fliip's  head,  it  becomes  expedient 
to  diminifli  a  few,  in  order  to  give  place  to  others.  The  emblems  by  which 
allegorical  figures  are  ufiially  charaderized  in  painting,  poetry,  and  fculp- 
tiire,  are  not  always  thought  neceOary  in  a  work  of  this  kind,  nor  even 
the  pollutes  in  which  theie  figures  are  exhibited.  And  indeed,  if  we  rcfleft 
with  how  much  labour  and  application  the  workman  has  endeavoured  to  fill 
up  every  vacancy  with  fome  little  figure  of  a  convenient  form  and  fize,  we 
ought  rather  to  admire  his  ingenuity  than  ceniure  him  for  a  violation  of 
thofe  general  rules  of  art,  by  which  it  is  fuppofed  necefl"ary,  on  fuch  occa- 
fions,  to  relieve  the  eye  from  a  icene  of  perplexity  and  confufion. 

The  heads  of  many  of  our  Ihips  of  war  have  undoubtedly  great  beauty 
and  propriety;  and  candour  mufb  acknowledge  that  fome  of  the  mod  elegant 
and  judicious  have  been  borrowed  from  the  French  dcfigns,  whicli  are  never 
left  to  the  invention  of  illiterate  mechanics.  A  multitude  of  ornaments 
appears  ratlier  unnecefiTary  in  any  building  calculated  f  )r  the  purpofes  of 
war.  If  there  be  any  general  rule  to  determine  the  fubjcfts,  and  the  quan- 
tity of  fculpture  employed  in  fliipbuilding,  it  feems  to  be  connefted  with 
the  ideas  of  dignity  and  fimplicity.  Thefe  too  are  the  genuine  charafterif- 
tics  of  the  Grecian  and  Roman  orders  of  architefture,  as  oppofed  to  that 
perplexity,  and  rage  for  embellifhment,  which  peculiarly  diftinguilTi  the 
Gothic.  It  is  hardly  pofTible  for  us  to  recoUeél  the  various  dilafters  to 
which  a  fingle  hero,  or  goddefs,  on  the  head  of  a  Hiip,  is  expoicd  by  tem- 
peftuous  weather,  battle,  and  the  unexpected  encounter  of  fhips,  without 
trembling  for  the  havoc  and  indecency  that  may  happen  in  an  aHTemblage 
of  gods  and  conc-fliells,  princefies  and  faryrs-,  heroes,  blunder- bufies,  fea- 
monilers,  little  children,  globes  and  thunder-bolts,  and  all  the  apparatus 
neceffary  to  conllitute  the  head  of  a  fhip  of  the  firft  clafs  in  our  iiivy. 

In  plate  IV.  we  have  fl-cetched  four  heads,  which  are  calculated  for  vefT^ls 
of  difterent  fizes  and  conllructions.  Fig.  6.  exhibits  an  im.igeof  Hercules 
brandifliing  his  club  over  the  heads  of  Cerberus,  calculated  for  a  ihip  of 
the  line.  Fig.  7.  reprefents  Jupiter  riding  on  his  eagle,  and  armed  with  his 
thunders,  being  a  fuitable  head  for  a  capital  ihip.  The  eagle  difplavcd  bv 
fig.  8.  may  ferve  for  a  frigate  j  and  fig.  9.  which  exprefies  an  incumbent 
dragon,  is  very  proper  for  any  fmall  veflel  with  a  projecting  beak.orprow. 
Thefe  figures  have  been  iek-Lted  from  many  others,  becaule,  being  verv  rarely 
ufed  to  decorate  the  head  of  a  fhip,  it  is  poiïible  that  feveral  of  our  readers 
may  never  before  haveobferved  them.  The  two  firil,  which  are  ufually  call- 
ed image-heads,  are  bold,  warlike,  and  clafilcal.  The  eagle  in  the  third 
ÎS  certainly  a  proper  emblem  of  dignity,  force,  and  velocity  :  and  it  is 
apprehended  neither  the  reprefentation  of  the  latter,  nor  any  other  figure 
in  that  pofition,  are  to  be  met  with  amonglt  our  fliipping. 

Head,  (avaut,  Fr.)  is  alfo  ufed,  in  a  more  enlarged  fenfe,  to  fignify  the 
whole  front  or  fore-part  of  the  fhip,  including  the  bows  on  each  fide  :  the 

U  2  head 


H     E     A  H     E     A 

head  iheretore  opens  the  column  of  wjter  tiarough  which  the  Ihip  pafils 
wlitn  advancing.     Hence  we  iay,  head-fails,  htad-ll-a,  head-way,  &c. 

Thus  fig.  lo.  plate  IV.  reprcfencs  one  fide  of  the  fore-part,  or  head  of 
a  revcnty-rour  gun  fbip,  tor;eth«r  with  part  of  the  bow,  keel,  and  gun- 
nel.    The  nanics  of  the  fevtral  pieces,  exhibited  therein,  are  as  follow  : 

A  A  Fore  part  of  the  keel,  with  a  a  the  tv/o  falfe  keels  beneath  it. 

A  C  the  ftcm. 

u  a  Tlie  cat-head. 

b  h  The  fupporcer  of  the  cat-head,  (fcus-harhe^  Fr.) 

c  c  The  knighr-head,  or  bollard-iimbcr,  of  which  there  is  one  on  each 
fide,  to  fccure  the  inner-end  of  the  bowfprit. 

d  d  The  hawfe-holes. 

ee  The  navel-hoods,  ;'.  e.  thick  pieces  of  plank  laid  upon  the  bow  to 
ftrengthen  the  edges  of  the  hawfe-holes. 

/  The  davit-chock,  by  which  the  davit  is  firmly  wedgpd  while  employ- 
ed to  fifa  the  anchor. 

g  The  bulk-head,  which  terminates  the  forecaltle  on  the  fore-fide,  being 
called  the  beak-head  bulk-head  by  fhip-wrights. 

H  The  gun-ports  or  the  lower  deck. 

h  The  gun-ports  of  the  upper  deck  and  forecaftle. 

I,  I,  The  channels,  with  their  dead-eyes  and  chain-plates. 

i  The  giipe,  or  fore-foot,  which  unices  the  keel  with  the  Hem,  form- 
ing a  part  of  either. 

k  k  Thefe  dotted  lines  rcprcfent  the  thicknefs  and  defcent  of  the  difTercnt 
decks  from  the  fore-part  of  the  fliip  towards  the  middle.  The  loweft  of 
the  three  dotted  lines  /  exprefles  the  convexity  of  the  beams,  or  the  differ- 
ence between  the  hcighih  of  the  deck  in  tlie  middle  of  it's  breadth,  and 
at  the  fhip's  fide.  This  is  alfo  exhibited  more  clearly  in  the  midihip- 
frame,  where  the  real  curve  of  the  beam  is  delineated. 

N.  B.  Thefe  lines  muft  be  always  parallel  to  the  lines  which  terminate 
the  gun-ports  above  and  below, 

mm    1  he  timbers  of  the  head,  and  part  of  the  bowfprit.  . 

X  The  rails  of  the  head  which  lie  acrofs  the  timbers. 

Q  Z  Fore-part  of  the  main-wale. 

R  X  Fore-part  of  the  channel-wale. 

U  C  Tlie  load  water-line. 

See  alfo  the  continuation  of  a  fliip  throughout  îier  whole  length,  upon 
a  fmaller  fcale,  plate  I.  Elevation. 

Fig.  II.  rcprefents  a  head-view  of  a  P.iip,  with  the  projedion  of  her 
principal  timbers,  and  all  her  planks  laid  on  one  fide,  I'his  figure  corref- 
poiids  to  that  of  the  elevation,  plate  I.  .ind  tlie  ftern-view,  fig.  2.  plate  X. 

It  is  evident  that  the  fore-part  of  a  fliip  is  called  it's  head,  trom  the  affi- 
nity of  motion  and  pofition  it  bears  to  a  fifli,  and  in  general  to  the  hori- 
zontal fituaiion  of  all  animals  whilll  fwimming. 

By  the  He.ad,  the  ftate  of  a  fhip,  which  is  ladeu  deeper  at  the  fore-end. 
than  the  after-end. 

HeAD-FASTj 


H     E     A  H     E     A 

Head-fast,  {atnarre  d'avant,  Fr.)  a  rope  employed  to  faflen  a  fliip  to  a 
wharf,  chain,  or  buoy,  or  to  fonie  other  vtfici  along-fide. 

Head-land,  (c.crotere,  Fr.)  a  name  frequently  given  to  a  cape,  or  pro- 
ir.ontory. 

Headmost,  the  fituation  of  any  fliip  or  fliips  whicli  are  the  mod  ad- 
vanced in  a  fleet,  or  line  of  battle. 

Head-rope,  that  part  of  the  bolt-rope  which  terminates  any  of  the 
principal  fails  on  the  upper-edge,  which  is  accordingly  fewed  thereto. 
See  the  article  Bolt-roi'e. 

Head-sails,  {voiles  de  l'avant,  Fr.)  a  general  name  for  all  thofe  fails 
which  are  extended  on  the  fore-mafb  and  bowtprit,  and  employed  to  com- 
mand the  fore-part  of  the  fhip  :  fuch  are  the  fore-fail,  fore-top-fail, 
fore-top-gallant-fail,  jib,  fore-ftay-fail,  and  the  fprit-fail  with  it's  top-fail. 
This  term  is  tifed  in  oppofition  to  nftey-Jails,  which  fee. 

Heau-to-wind,  (debout  au  vent,  Fr.)  the  fituation  of  a  fhip  or  boa-", 
when  her  head  is  turned  to  windward. 

FIe  ad-way,  (fttlage,  Fr.)  the  motion  of  advancing  at  fca.  It  is  generally 
vilcd  when  a  Pnip  firlt  begins  to  advance  ;  or  in  calm  weather,  when  it  is 
doubtful  whether  flie  is  in  a  ftate  of  refc  or  motion.  It  is  in  both  fenfes 
oppofed  to  retreating,  or  moving  with  the  ftcrn  foremoft.  See  the  article 
Stern-way. 

HEART,  Cfwj»^,  Fr.)  a  peculiar  fort  of  dead-eye,  fomewhat  rcfemb- 
ling  the  fhape  oi  a  heart,  but  differing  from  the  common  dead-eyes,  iii- 
afmuch  as  it  is  onlv  furnillied  with  one  large  hole  in  the  middle,  fig.  ^i. 
plate  II.  whereas  the  common  dead-eyes  have  always  three  holes.  The 
hearts  are  principally  ufed  to  contain  the  lanicrds,  by  wliich  the  flays  are 
extended.     See  Dead-Eye. 

HEAVER,  a  name  given  by  feamen  to  a  wooden  flalt,  employed  by 
them  as  a  lever  on  many  occafionsi  particularly  in  fetting  up  the  top-mail- 
Ihrouds,  fraping  the  top-mafts,  ftroping  the  larger  blocks,  feizing  the 
Itanding  rigging,  &c.     See  thofe  articles. 

IIEAX'ING,  (virer,  Fr.  hecfiivi.  Sax.)  the  ad  of  turning  about  a  cap- 
ftern,  ivimilafs,  or  other  machine  of  the  like  kind,  by  means  of  bars  or 
haiulfpecs. 

I-Ii-AViNc  the  lead.     See  tlie  article  Sounding. 

Heaving  a-bead,  is  advancing  the  fliip  by  heaving-in  the  cable,  or  other 
rope,  which  is  faflened  to  an  anchor  at  fomc  dirtance  before  her.  To  heave 
.a-llern  is  tiiercfore  to  draw  the  Oiip  backwards  by  the  lame  operation. 

HEAViNO-^otf/r.      See  the  article  Careening, 

Heaving-w//,  the  act  of  unfurling  and  throwing  loofe  a  fail  from  the 
place  where  it  havl  been  rolled  and  failencd.  I'his  phraie  is  more  particu- 
larly applied  to  the  ftay-fails  :  thus  we  fay,  "  Loofe  the  top-fails,  and  heave 
"  out  the  llay-fails  !"  which  is  accordingly  done,  cither  lo  fct  or  dry  thtm. 

HEAvmG-/Z^c>r^  is  the  drawing  lb  much  of  the  cable  into  the  fliip,  by 
means  of  the  capltcrn  or  windlafs,  as  that  by  advancing,  fhe  will  bealinolt 
perpendicularly  above  the  anclior,  and  in  a  proper  fituation  to  fct  fail, 

HEAViNG-/rt«^/^/,  the  aft  of  heaving  about  the  capfbern,  till  the  rope 
applied  thereto  becomes  ftraight  and  ready  for  uftion. 

HEEL, 


H     E     E  H     E     L 

HEEL,  (tûlc/i,  Fr.)  a  name  ufually  given  to  the  aftcr-cnd  of  a  fliip't  keel-, 
as  nllb  to  the  lower  end  of  the  ftcrn-poil-,  to  which  it  is  firmly  conne6ted. 

Heel  cf  a  uicjl,  the  lower  end,  which  is  diminiflud  into  the  trr.ftum  of 
a  pyramid,  fo  as  to  fink  immoveably  into  a  hole  of  ilie  l.ime  Ihapc,  cut  in 
the  ftcp,  which  is  attached  to  tlie  Ihip's  keel. 

Heel  of  a  top-maft,  the  lower  end,  which  is  fuftained  upon  the  tiejlie- 
trees  by  n.eans  of  an  iron  bar,  called  the  fide.     Sec  the  article  Mast. 

To  Heel,  (carguer,  Fr.)  to  ftoop  or  incline  to  either  fide.  It  is  ufually 
aj'plied  to  a  fhip  wlicn  (lie  is  forced  into  this  pofition  by  the  wind  acting 
upon  luT  iails,  while  braced  obliquely  acrols  her  -,  or  by  being  ballafied 
fo  as  to  lean  more  to  one  fide  than  the  other.  See  the  articles  Crank, 
Stiff,  arid  Trim. 

Hl'.LM,  (gotiva-nail,  Fr.  helma^  Sax.)  a  long  and  flat  piece  of  timber,  or 
an  affemblage  of  feveral  pieces,  fufpended  along  the  hind  part  of  a  (hip's 
flcrn-poft,  where  Tt  turns  upon  hinges  to  the  right  or  left,  ferving  to  diredt 
the  courfe  cf  the  veffel,  as  the  tail  of  a  filh  guides  the  body. 

The  helm  is  ufually  compofed  of  tiiree  parts,  viz.  the  rudder,  the  tiller, 
and  the  wheel,  except  in  fmall  veflcls,  where  the  v«'heel  is  unnecefiiary. 

The  length  and  breadtli  of  the  rudfler  are  reprefentcd  in  plate  VIII.  where 
it  is  evident  that  it  becomes  gradually  broader  in  proportion  to  it's  diilance 
from  the  top,  or  to  it's  depth  under  the  water.  The  back^  or  inner  part 
of  it,  which  joins  to  tlie  ftern-polt,  is  diminifhed  into  the  form  of  a  wedge 
throughout  it's  whole  length,  fo  as  that  the  rudder  may  be  more  eafily  turned 
from  one  fide  to  the  other,  where  ic  makes  an  obtufe  angle  with  the  keel. 
The  hinges  upon  which  it  is  fupported  are  alfo  expreflTed  in  this  figure. 
Thofe  which  are  bolted  round  the  ftern-poft  to  the  after  extremity  of  the 
fhip,  ai'e  called  googings,  and  are  furniflaed  with  a  large  hole  on  the  after- 
part  of  the  ftern-poft.  The  other  parts  of  the  hinges,  which  are  bolted  to 
the  back  of  the  rudder,  are  called  pintles,  being  ftrong  cylindrical  pins, 
which  enter  into  the  googings,  and  reft  upon  them.  The  length  and  ihick- 
nefs  of  the  rudder  is  nearly  equal  to  that  of  the  ftern-poft,  as  reprefentcd 
in  fig.  I.  plate  X. 

The  rudder  is  turned  upon  it's  hinges  by  means  of  a  long  bar  of  timber, 
called  the  tiller,  which  is  fixed  horizontally  in  it's  upper  end  within  the 
veflcl.  The  movements  of  the  tiller  to  the  right  and  left,  accordingly, 
diredt  the  efforts  of  the  rudder  to  the  government  of  the  fiiip's  courfe  as 
{he  advances,  which,  in  the  fea-language,  is  called  fteering.  The  opera- 
tions of  the  tiller  ar-e  guided  and  aflifted  by  a  fort  of  tackle,  communicat- 
ing with  the  fliip's  fide,  called  the  tiller-rope,  which  is  ufually  compofed 
of  untarred  rope-yarns,  for  thepurpofe  of  traverfing  more  readily  through 
the  blocks  or  pullies. 

In  order  to  facilitate  the  management  of  the  heliTi,  the  tiller-rope,  in  all 
lai-ge  vefiels,  is  wound  about  a  wheel,  which  afts  upon  it  with  the  powers 
ot  a  crane  or  windlafs.  The  rope  employed  in  this  fervice  being  conveyed 
from  the  fore-end  of  the  tiller  X-,  to  a  fingle  block  ;,  on  each  fide  of  the  flaip, 
(plate  III.  D£ck)  is  further  communicated  to  the  wheel,  by  means  of  two 

blocks. 


H     E     L  H     E     L 

blocks,  fufpended  near  the  mizen-maft,  and  two  holes  immediately  above, 
leading  up  to  the  wheel,  which  is  fixed  upon  an  axis,  on  the  quarter-deck, 
almoft  perpendicularly  over  the  fore  end  of  the  tiller.  Five  turns  of  the  til- 
ler-rope are  ufually  wound  about  the  barrel  of  the  wheel,  and,  when  the  helm 
is  amidfliip,  the  middle  turn  is  nailed  to  the  top  of  the  barrel,  with  a  mark 
by  which  the  helmfman  readily  difcovers  the  fituation  of  the  helm,  as 
the  wheel  turns  it  from  the  itarboard  to  the  larboard  fide.  The  fpokes  of 
the  wheel  generally  reach  about  eight  inches  beyond  the  rim  or  circumfe- 
rence, ferving  as  handles  to  the  perfon  who  fleers  the  veflel.  As  the  effect 
of  a  lever  increafes  in  proportion  to  the  lengtli  of  it's  arm,  it  is  evident  that 
the  power  of  the  helmhnan,  to  turn  the  wheel,  will  be  increafcd  according 
to  the  length  of  the  fpokes,  beyond  the  circumference  or  the  barrel. 

When  the  helm,  inftead  of  lying  in  a  right  line  with  the  keel,  is  turned 
to  one  fide  or  the  other,  as  in  B  D,  fig.  i.  plate  V.  it  receives  an  immediate 
fliock  from  the  water,  which  glides  along  the  fhip's  bottom  in  running  aft 
from  A  to  B  :  and  this  fluid  puflies  it  towards  the  oppofite  fide,  wiiilft  it  is 
retained  in  this  pofition  :  ^o  that  the  ftern,  to  which  the  rudder  is  confined, 
receives  the  fame  impreffion,  and  accordingly  turns  from  B  to  ^  about  fome 
point  r,  whilft  the  head  of  the  fhip  pafiTes  from  A  to  a.  It  muft  be  ob- 
ferved,  that  tiie  current  of  water  falls  upon  the  rudder  obliquely,  and  only 
ftrikcs  it  with  that  part  of  it's  motion  which  afts  according  to  the  fine  of 
incidence,  pufhing  it  in  the  direftion  N  P,  with  a  force  which  not  only 
depends  on  the  velocity  of  the  fliip's  courfe,  by  which  this  current  of  water 
is  produced,  but  alio  upon  the  extent  of  the  fine  of  incidence.  This  force 
is  by  confequence  compofed  of  the  fquare  of  the  velocity  with  which  the 
fhip  advances,  and  the  fquaK"  of  the  fine  of  incidence,  which  will  necefiarily 
be  greater  or  fnialler  according  to  circumftances  ;  fo  that  if  the  vefiTel  run's 
three  or  four  times  more  fwiftly,  the  abfolute  fliock  of  the  water  upon  tlie 
rudder  will  be  nine  or  fixtecn  times  fl:ronger  under  the  fame  incidence  :  and, 
if  the  incidence  is  increafed,  it  will  yet  be  augmented  in  a  greater  propor- 
tion, becaufe  the  fquare  of  the  fine  of  incidence  is  more  enlarged.  This 
impreffion,  or,  what  is  the  fame  thing,  the  power  of  the  helm,  is  always 
very  feeble,  when  compared  with  the  weight  of  the  vefiel-,  but  as  it  operates 
with  the  force  of  a  long  lever,  it's  efforts  to  turn  the  fliip  are  extremely 
advantageous.  For  the  helm  being  applied  to  a  great  diftance  from  the 
center  of  gravity,  G,  or  from  the  point  about  wliich  the  veffel  turns  hori- 
zontally, if  the  direftion  F  N  of  the  imprellion  of  the  water  upon  the  rudder 
be  prolonged,  it  is  evident  that  it  will  pafs  perpendicularly  to  R,  widely 
difl:ant  from  the  center  of  gravity  G  :  thus  the  abfolute  effort  of  the  water  is 
very  powerful.  It  is  not  therefore  furprizing  that  this  machine  impreffes 
the  fhip  with  a  confiderable  circular  movement,  by  pufliing  the  ilern  from 
B  to  />,  and  the  head  from  A  to  d  -,  and  even  much  further,  whiKl  flie  fails 
with  rapidity  :  becaufe  the  effect  of  the  helni  always  keeps  pace  with  the 
velocity  with  which  tlie  veffel  advances  *. 


Boufdc,  M.tnœuvricr. 


Amongft 


H     E     L  H     K     L 

Amongfl:  the  lèverai  angles  that  the  rudder  makes  with  the  keel,  there 
is  always  one   pofuion  more   favourable   thun   anv  of  the  others,    as    it 
rnorc  readily  produces  the   defircd  effect  of  turning   the  fliip,  in  order  U) 
change  her  courfe.    To  afcertain  this,  ir  mud  be  confidered,  that  if  the  ob- 
liquity of  the  rudder  with  the  keel  is  greater  than  the  obtufe  angle  A  B  D, 
lo  as  to  diminilh  that  angle,  the  aftion  of  the  water   upon  the  rudder  will 
increafe,  and  at  the  fame  timeoppofc  thecourfe  of  the  fhip  in  a  greater  degree-, 
becaufe  the  angle  of  incidence  will  be  more  open,  fo  as  to  prefenta  greater 
iurface  to  the  iliock  of  the  water,  by  oppofing  it's  pa(ïiige  more  perpendi- 
cularly.    But  at  that  time  the  dircdlion  N  P  of  theelîbrt  of  the  helm  upon 
the  Ihip  will  pafs,  v/ith  a  fmaller  dillance  from  the  center  of  gravity  G 
towards  R,  and  lefs  approach  the  perpendicular  N  L,  according  to  which 
it  is  abfolutely  neceffiiry  that   the  power  apj->lied  lliould  act  with  a  greater 
effeét  to  turn  the  veflel.   Thus  it  is  evident  that  if  the  obtufe  angle  A  B  D  is 
too  much  inclofed,  the  greateil  iinpulfc  of  the  water  will  not  counterbalance 
the  lofs   fultained  by   the  diPcance  of  tiie  direfcion  N  P   from   N  L  -,  or 
by  the  great  obliquity,  which  is  given  to  the  fame  direction  N  P  of  theab- 
folute  effort  of  the  helm  with   the   keel  A  B.     If,  on   the   contrary,  tlie 
angle  A  B  D  is  too  mvich  opened,  tlie  direction  N  P  of  the  force  of  aftion  of 
tiie  helm  will   become  more   advantageous   to   turn  the  veffcl,  becaufe  it 
will  approach  nearer  the  perpendicular  N  L  -,  fo  that  the  line  prolonged  from 
N  P  v/ill  increafe  tlie  line  G  R,  by  removing  R  to  a  greater  diilance  from 
the  center  of  gravity  G  :  but  tiien  the  helm  will  receive  the  iinpreffion  of  the 
water  too  obliquely,  for  the  angle  of  incidence  will  be  more  acute-,  fo  that 
it  will  only  prefent  a  fmall  portion  of  it's  breadth  to  the  Iliock  of  the  water, 
and  by  conlequence  will  only  receive  a  feeble  effort.    By  this  principle  it  is 
ealy  to  conceive,  that  the  greatefl;  diftance  G  R  from  the  center  of  gravity 
G  is  not  fufficient  to  repair  the  diminution  of  force  occafioned  by  the  too 
great  obliquity  of  tl.e  fliock  of  the  water.     Hence  we  inay  conclude,  that 
when  the  water  either  ftrikes  the  helm  too  directly,  or  too  obliquely,  it 
lofes  a  great  deal  of  the  effect  it  ought  to  produce.     Between  the  two  ex- 
tremes there  is  therefore  a  mean  pofuion,  which  is  the  moft  favourable 
to  it's  operations. 

The  diagonal  N  P  of  the  rectangle  I  L  reprefents  the  abfokite  direétion 
oi  the  effort  of  the  water  upon  the  helm.  N  I  expreffes  the  portion  of  this 
cff'ort  which  is  oppofed  to  the  fliip's  head-way,  or  v/hich  puHies  her  aitern, 
in  a  direction  parallel  to  the  keel.  It  is  eafily  perceived  that  this  part  N  1  of 
the  whole  power  of  the  helm  contributes  but  little  to  turn  the  veffcl  ;  for  if 
I  N  is  prolonged,  it  appears  that  it's  dire6tion  approaches  to  a  very  fmall 
diftance  G  V  from  the  center  of  gravity  G,  and  that  the  arm  of  the  lever 
B  N— G  V,  to  which  the  force  is  applied,  is  not  in  the  whole  more  than 
equal  to  half  the  breadth  of  the  rudder  :  but  the  relative  force  N  L,  which 
acts  perpendicular  to  the  keel,  is  extremely  different.  If  the  firft  N  I  is 
almort  ufclefs,  and  even  pernicious",  by  retarding  the  velocity  -,  the  fécond 
N  L  is  capable  of  a  very  great  effe6t,  becaufe  it  operates  at  a  confiderable 
diilance  trom  the  center  of  gravity  G  of  the  Ihip,  and  adts  upon  the  arm  of 
5  a  lever 


H     E     L  H     E     L 

a  lever  G  E,  which  is  very  long.  Thus  it  appears,  that  between  tiie  efteds 
N  L  and  N  I,  which  reluit  from  the  abfolute  effort  N  P  there  is  one  which 
always  oppofes  the  Ihip's  courlc,  and  contributes  little  to  her  motion  of 
turning  -,  whilll  the  other  produces  only  this  movement  of  rotation,  without 
operating  to  retard  her  velocity  *, 

Geometricians  have  determined  the  mod  advantageous  angle  made  by  the 
helm  with  the  line  prolonged  from  the  keel,  and  lixed  it  ac  549  44  pre- 
fuming  that  the  fhip  is  as  narrow  at  her  floating-line,  or  at  the  line  defcribed 
by  the  lurface  of  the  water  round  her  bottoin,  as  at  the  keel.  But  as  this 
fuppofition  is  ablblutely  falfe,  inafmuch  as  all  vcflcls  augment  their  breadth 
from  the  keel  upward  to  the  extreme  breadth,  where  the  floating-line  or  the 
higheft  water-line  is  terminated  ;  it  follows  that  this  angle  is  too  large  by  a 
certain  number  of  degrees.  For  the  rudder  is  imprelled  by  the  water,  at 
the  heighth  of  the  floating-line,  more  diredtly  than  at  the  keel,  becaufe  the 
fluid  exadlly  follows  the  horizontal  outlines  of  the  bottom  -,  fo  that  a  parti- 
cular pofition  of  the  helm  might  be  luppofed  neceflary  for  each  different 
incidence  which  it  encounters  from  the  keel  upwards.  But  as  a  middle 
pofition  may  be  taken  between  all  thefe  points,  it  will  be  fufficient  to  con- 
fider  the  angle  formed  by  the  fuies  of  the  fliip,  and  her  axis,  or  the  middle- 
line  of  her  length,  at  the  furface  of  the  water,  in  order  to  determine  after- 
wards the  mean  point,  and  the  mean  angle  of  incidence. 

It  is  evident  that  the  angle  54°  44'  is  too  open,  and  very  unfavourable 
to  the  fliip's  head-way,  becaule  the  water  ads  upon  the  rudder  there  v/ith 
too  great  a  fine  of  incidence,  as  being  equal  to  that  of  the  angle  which  it 
makes  with  the  line  prolonged  from  the  keel  below  :  but  above,  the  fliock 
of  the  water  is  almolt  perpendicular  to  the  rudder,  becaufe  of  the  breadth 
of  the  bottom,  as  we  have  already  remarked.  If  then  the  rudder  is  only 
oppofed  to  the  fluid,  by  making  an  angle  of  45*^  with  the  line  prolonged 
from  the  keel,  the  impreffion,  by  becoming  weaker,  will  be  lei's  oppofed  to 
the  iTiip's  head-way,  and  the  diredion  N  P.  fig.  i.  plate  V.  of  the  ab- 
folute  effort  of  the  water  upon  the  helm  drawing  nearer  to  the  lateral  per- 
pendicular, will  be  placed  moi'e  advantageoufly,  for  the  reafons  above- 
mentioned  l".  On  the  other  hand,  experience  daily  tellifies,  that  a  fliip 
fleers  well  when  the  rudder  makes  the  angle  D  BE  equal  to  :?5°  only. 

It  has  been  already  remarked,  that  the  effed  of  moving  the  wheel  to 
govern  the  helm  iiicreafes  in  proportion  to  the  length  of  the  i'pokes  ;  and  fo 
great  is  the  power  of  the  wheel,  that  if  the  helmfman  employs  a  force  upon 
it's  fpokes  equivalent  to  thirty  pounds,  it  will  produce  an  effed  of  90  or  120 
pounds  upon  the  tiller.  On  the  contrary,  the  adion  of  the  water  is 
coUeded  into  the  middle  of  the  breadth  of  the  rudder,  which  is  very  narrow 
in  comparifon  with  the  length  of  the  tiller  ;  fo  the  effort  of  the  water  is 
very  little  removed  from  tiie  fulcrum  B  upon  which  it  turns;  whereas  the 
tiller  forms  the  arm  of  a  lever  ten  or  fifteen  times  longer,  which  alfo  increalcs 

*  Bourdc,  Manœuvrier. 

t   Bougucr,  Tr.iuc  de  la  Manœuvre  de  Vaiir.Mux.     Bcurdt-,   Manœuvrier. 

X  the 


H     E     L  H     E     L 

the  power  of  the  helmfman  in  ilie  fame  proportion  that  the  tiller  bears  to 
the  lever  upon  which  the  impiiife  of  the   water  is  ciireiflcd.     This  force 
then  h  by  confcqiience  ten  or  fifteen  times  Itronger,   and  the  ellbrt  of  qo 
pounds,  which  at  firft  gave  the  helmfman  a  power  equal  to  90  or  120 
pounds,  becomes  accumulated  to  one  of  900  or  iSoo  pounds  upon  the  rud- 
der.   This  advantage  then  arifes  from  the  fiiortncfs  of  the  lever  upon  v;hich 
the  adtion  of  the  water  is  imprefled,  and  the  great  comparative  length  of 
the  tiller,  or  lever,  by  which   the  rudder  is  governed;  together  with  the 
additional  power  of  the  wheel  that  i^refts  the  movem.cnts  of  the  tiller,  and 
ftill  further  accumulates  the  power  of  the  helmfman  over  it.     Such   a  de- 
monftration  ought  to  remove  the  furprize  with  which  the  prodigious  effeft  of 
the  helm  is  fometimes  confidcred,  from  an  inattention  to  it's  mechanifm  :  for 
we  need  only  to  obferve  the  prefTure  of  the  water,  which  afts  at  a  great  di- 
ftance  from  the  center  of  gravityG,  about  which  the  Ihipis  fuppofed  to  turn, 
and  we  fhall  eafily  perceive  the  difference  there  is  between  the  effort  of  the 
water  againit  the  helmfman,  and  the  effed:  of  the  fame  impulfe  againll  the 
veffcl.     With  regard  to  the  perfon  who  ileers,  the  water  adts  only  with  tiie 
arm  of  a  very  fhort  lever  N  B,  of  which  B  is  the  fulcrutn  :  on  the  contrary, 
v/ith  regard  to  the  fhip,  the  force  of  the  water  is  imprefled  in  the  direftioii 
N  P,  which  pafTes  to  a  great  diftance  from  G,  and  r.éls  upon  a  very  long 
lever  EG,  which  renders  the  aftion  of  the  rudder  extremely  powerful  in 
turning  the  veflel  ;  fo  that,  in  a  large  fliip,  the  rudder  receives  a  fliock  from 
the  water  of  2700 or  2^00  pounds,  which  is  frequently  the  cafe,  when  llie 
fails  at  the  rate  of  three  or  four  leagues  by  the  hour  ;  and  this  force  being 
applied  in  E,  perhaps  lOO  or  no  feet  didant  from  the  center  of  gravity  G, 
will  operate  upon  the  fhip,  to  turn    her  about,  with   2700CX)  or  308000 
pounds  ;  whilll,  in  the  latter  cafe,  the  helmfman  a£l:s  with  an  effort  which 
exceeds  not-^o  pounds  upon  the  fpokes  of  the  wheel. 

After  what  has  been  faid  of  the  helm  it  is  eafy  to  judge,  that  the  more 
à  (hip  increafes  her  velocity  with  regard  to  the  fea,  the  more  powerful  will- 
be  the  effeft  of  the  rudder,  becaufe  it  afVs  againfl:  the  water  with  a  force 
which  increafes  as  the  fquare  of  the  fwiftncfs  of  the  fluid,  whether  the  fliip 
advances  or  retreats  ;  or,  in  other  words,  whether  fhe  has  head-way  or  ftern- 
wav  -,  with  this  diftindlion,  that  in  thefc  two  ci>rcunifl:ances  the  effeds  will 
be  contrary.  For  if  the  veflel  retreats,  or  moves  altern,  the  helm  will  be 
impreffcd  from  I  to  N,  fig.  : .  plate  V.  and  inllead  of  being  puflied,  accord- 
ing to  N  P,  it  will  receive  the  effort  of  the  water  from  N  towards  R  -,  fo 
that  the  ftern  will  be  tranfported  according  to  the  fame  movement,  and  the 
head  turned  in  a  contrary  direftion. 

When  the  helm  operates  by  itfelf,  the  center  of  rotation  of  the  fliip  and 
her  movement  are  determined  by  efl:imating  the  force  of  this  machine  ; 
that  is  to  fay,  by  multiplying  the  furface  of  the  rudder  by  the  fquare  of 
the  (hip's  velocity  *.  See  the  articles  Rudder,  Sailing,  Steering,  Trim» 
and  Working. 

•  Saverien,  Did.  Maiine. 

HIGH 


H     I     G  H     O     L 

HIGH  AND  DRY,  a  phrafe  which  implies  the  fituation  of  a  fli  p,  when 
Ilie  has  run  aground,  lb  as  to  be  feen  dry  upon  the  ftrand. 

HIGH  WATER,  (haute  marce,  Fr.)  the  greateft  heighth  of  the  flood- 
tide.     See  Flood  and  Tioii. 

HITCH,  (clef,  Fr.)  a  fort  of  knot  or  noofe,  by  which  one  rope  is 
faflened  to  another,  or  to  fonie  other  objedl,  as  a  poit,  ring,  timber-head, 
n  ail,  &c.  Hence  we  fay  an  half-hitch,  deini-clef,  a  clove-hitch,  a  rolling- 
hitch,  &c.  See  Bend  and  Knot. 

HOASE,  or  HOSE,  (manche pour  l'eau,  Fr.)  a  long  flexible  tube,  formed 
of  leather  or  tarred  canvas,  but  chiefly  of  the  hitter,  and  employed  to  con- 
dud  the  frcfli  water,  which  is  hoifted  aboard  a  fliip,  into  the  cafl<s  that  arc 
ranged  in  the  hold  -,  and  to  pafs  the  water,  or  other  liquors,  out  of  one  cafk 
into  another.  For  the  latter  ufe,  one  of  the  ends  or  openings  of  the  hoaf>; 
is  fixed  in  the  empty  can<,  whilft  the  other  is  applied  to  the  pump  that  ex- 
tracts the  water  out  of  the  full  one.  This  exercife  is,  on  fome  occafion":, 
neceflary  to  alter  or  prefervc  the  trim  of  the  veflcl,  without  difturbing  her 
ftowage. 

HOG,  (goret,  Fr.)  a  fort  of  flat  fcrubbing-broom,  ferving  to  fcrape  off 
the  filth  from  a  fliip's  bottom,  under  water,  particularly  in  the  a6t  oi  Icot- 
topping,  which  fee. 

This  inftrument  is  formed  by  inclofing  a  mukitudeof  fliort  twigs  of  birch, 
or  fuch  wood,  between  two  pieces  ol  plank,  which  are  firmly  attached  to 
each  other,  after  wliich  the  ends  of  the  twigs  or  branches  are  cut  oft'  even, 
fo  as  to  form  afort  of  brufliof  confii-'erableftrength.  To  this  machine  is  fitted 
a  long  ftafl^,  together  with  two  ropes,  the  former  of  which  is  ufcd  to  thrult 
the  hog  under  the  fliip's  bottom,  and  the  latter  to  guide,  and  puil  it  up 
again  clofe  to  the  planks  thereof,  fo  as  to  rub  oft"  all  the  filth  efteclually. 
This  exercife  is  ufually  performed  in  the  fliip's  boat,  which  is  accordiiiajy 
confined  as  clofe  as  pofllble  to  the  veflel's  fide  during  the  operation,  and 
fliifted  from  one  part  of  tiie  fide  to  ajiother,  till  the  whole  is  completed. 

HOIST,  (guidant,  Fr.)  the  perpendicular  heighth  of  a  flng  or  cnfign, 
as  oppofed  to  the  fly,  which  implies  it's  breadth  trom  the  ftafl"  to  the  outer 
edge. 

i-IOlSTING,  (hi£h\  Fr.)  the  operation  of  drawing  up  any  body  by  the 
afllftance  of  one  or  rriore  tackles,  according  to  the  v/eight  intended  to  be 
raifcd.     See  the  article  Tackle. 

The  aft  of  pulling  up  any  body,  by  the  help  of  a  fingle  block  onlv, 
is  never  exprtfied  by  the  term  bcijting,  if  we  except  the  exercile  of  ex- 
tending tiic  fails,  by  drawing  them  upwards  along  the  mafls  or  (lays,  to 
wiiich  it  is  invariably  applied.     See  alfo  Traci.n'g-vp  and  WHirriNo. 

HOLD,  (cale,  Fr.)  the  whole  interior  cavity  or  belly  of  a  fliip,  or  ail 
that  part  of  her  infide,  which  is  comprehended  between  the  floor  and  the 
lower-deck,  throughout  her  whole  length. 

This  capacious  apartment  ufually  contains  tiie  bnilafl,  provifions,  and 
itores  of  a  iliip  of  v/ar,  and  the  principal  part  of  tlie  cargo  in  a  merchantman. 
Tlie  difjiofition  of  thofe  articles,  with  regard  to  each  other.  Sec.  necefllirily 
tUlls  under  our  confideration  in  the  article  Srow.Aot-,  it  fuffices  in  tliis  place 

X  2  tu 


MOL  H     O     L 

to  fay,  that  the  places  where  the  ballaft,  water,  provifions,  and  liquors  are 
ftowed,  arc  known  by  the  general  name  of  the  hold.  The  feveral  (lore- 
rooms  are  Icpnrated  from  each  other  by  bulk-heads,  and  are  denominated 
according  to  the  articles  which  they  contain,  the  fail-room,  the  bread-room, 
the  fifli-room,  the  fpirit-room,  &c. 

To  trim  the  Hold.     See  the  article  Trim. 

y^/«--HoLD,  a  general  name  given  to  all  that  part  of  the  hold  which  lies 
abaft  the  main-mall. 

F(?r(f-HoLD,  that  part  of  the  hold  which  is  fituated  in  the  fore-part  of  the 
ihip,  or  before  the  main  hatch-wav. 

Hold,  in  navigation,  is  generally  undcrftood  to  fignify  a  particular 
fituation  of  afliip  with  regard  to  the  fhore,  by  which  flie  is  enabled  to  keep 
within  a  fufficient  diflance,  to  facilitate  her  courfe,  or  anfwer  fome  other 
important  objeft.  Hence  we  fay,  Keep  a  good  hold  of  the  land  !  or,  Keep 
the  fhore  well  aboard  !  which  are  fynonymoiis  phrafcs,  implying  to  keep  near, 
or  in  fight  of  the  land, 

HoLDiNG-<?«,  the  a(ft  of  pulling  back  the  hind  part  of  any  cable,  or  other 
rope,  which  is  heaved  round,  by  the  capflern  or  windlafs,  or  drawn  in  by 
the  purchafe  of  a  tackle.     SeeCAPsxERN,  &c. 

To  have  a  clearer  idea  of  this  exercife,  it  is  necefTary  to  premife,  that 
there  are  feldom  or  never  more  than  three  turns  of  any  rope  pafTed  about  the 
barrel  of  the  capflern,  when  it  is  employed  in  heaving  -,  becaufe  a  great 
number  of  turns  of  a  large  rope  would  foon  cover  the  whole  barrel,  and 
utterly  dcflroy  the  effefl  of  this  motion,  till  thofe  turns  could  be  removed; 
a  circumitance  which  might  be  attended  with  very  bad  confequences.  On 
the  contrary,  when  there  are  only  a  few  turns,  the  capllern  or  windlafs  is 
always  kept  fufHciently  clear  for  aftion  ;  for  it  is  evident,  that  every  revo- 
lution of  cither  will  heave-in  a  quantity  of  the  rope,  upon  which  it  is 
employed,  equal  to  the  circumference  of  it's  barrel.  Now  as  there  are  only 
a  tew  turns  upan  the  barrel  at  once,  an  equal  quantity  of  the  rope  wilt 
necelTarily  come  off  from  the  capflern  at  the  fame  time  ;  and  this  is  accord- 
ingly pulled  back  as  flrongly  as  pofTible,  to  prevent  it  ivom  /urging  or  jerk- 
ing ruund  the  barrel,  by  being  held  too  loofely.  This  is  called  hoUing-oH, 
which  therefore  may  be  defined,  the  acl  of  retaining  any  quantity  of  rope, 
acquired  by  the  effort  of  a  capllern,  windlafs,  or  tackle-,  as  being  employed 
in  hoiiling  as  well  as  heaving. 

tioLDiNC-waier,  the  operation  of  flopping  a  boat  in  her  courfe,  by  hold- 
ing the  oars  in  the  water,  and  bearing  the  blade,  or  flat  part,  flrongly  againlt 
the  current  made  along-fide,  by  her  pafTing  fwiftly  through  the  water.  See 
Back-astern,  Oar,  and  Rowing. 

HOLLOA  !  (commande  1  Fr.)  an  exclamation  of  anfwer,  to  any  perfon, 
who  calls  to  another  to  afk  fome  queftion,  or  to  give  a  particular  order. 
Thus,  if  the  maflcr  intends  to  give  any  order  to  the  people  in  the  main- 
top, he  previoufly  calls.  Main-top,  hoay  !  To  which  they  anfwer,  Holloa!- 
to  fhew  that  they  hear  him,  and  are  ready.  It  is  alfo  the  firfl  anfwer  ia 
hailing  a  Ihip  at  a  diflance.     See  Hailing. 

5  HOME, 


H     O     M  H     O     R 

HOME,  in  a  naval  fenfe,  either  implies  the  fituation  of  fome  objecfV, 
where  it  retains  it's  full  force  of  aftion  -,  or  where  it  is  properly  lodged  for 
convenience  or  feciirity.  In  the  former  fenfc  it  is  applied  to  the  fails  ;  and 
in  the  latter,  it  ufually  refers  to  the  ftowagc  of  the  hold,  or  the  anchors. 

When  it  is  expreflcd  of  the  fails,  it  denotes  that  their  clues,  or  lower  corners, 
are  clofe  to  the  blocks  upon  the  yard-arm,  immediately  beneath  them  ;  it  is 
therefore  underflood  only  of  the  loftier  fails,  as  the  top-laiis,  top-gallant- 
fails,  and  the  ftudding-fails  thereto  belonging.  Hence  to  haul  home  the 
top-fail  fhcets,  is  to  extend  the  bottom  of  the  top-fail  to  the  lower-yard,  by 
means  of  the  fhcets.     See  Clue  and  Sheet. 

In  the  ftowage  of  the  hold,  &cc.  a  caflc,  bale,  or  cafe,  is  faid  to  be  hane, 
when  it  bears  againft,  or  lies  clofe  to  fome  other  objed:,  without  leaving  any 
interval  between  -,  and  indeed  the  fecurity,  or  firmnefs  of  the  ftowage,  greatly 
depends  on  this  circumftance. 

Home,  when  fpoken  of  the  anchor,  feems  to  imply  the  ftation  of  the 
fhip,  with  regard  to  her  anchor-,  which  is  accordingly  faid  to  come  home 
when  it  loofcns  from  the  ground,  by  the  effort  of  the  cable,  and  approaches 
the  place  where  the  fliip  floated,  at  the  length  of  her  moorings.  See  the 
article  Anchor. 

HOMMOC,  (tertre,  Fr.)  a  name  given  by  mariners  to^  hilloc,  or  fmall 
eminence  of  land  refembling  the  figure  of  a  cone,  and  appearing  on  the 
fca-coaft  of  any  country. 

HOOD,  (iriviue,  Fr.)  a  fort  of  low  wooden  porch,  refembling  the  cot»- 
panion,  and  placed  over  the  ftair-cafe  or  ladder,  which  leads  into  the  fteerage 
or  apartments,  where  the  crew  generally  refide  in  a  mcrchant-fliip.  The 
ufe  of  the  hood  is  to  admit  the  air  and  light,  and  at  the  fame  time  prevent 
the  rain  from  falling  into  the  fteerage. 

HOOK,  a  crooked  piece  of  iron,  of  which  there  arc  feveral  of  different 
fhapes  and  fizes  ufed  at  lea,  as  boat-hooks,  can-hooks,  cat-hooks,  lilh-houksy 
foot-hooks,  &c.     See  the  articles  Boat-hook.,  Can-hook,  &c. 

HORSE,  (marcbe-pied,  Fr.)  a  rope  reaching  from  the  middle  of  a  yard  to 
it's  extremity,  or  what  is  called  the  yard-arm,  and  depending  about  two  or 
three  feet  under  the  yard,  for  the  failors  to  tread  upon,  v.lulft  they  are 
loofing,  reefing  or  furling  the  iails,  rigging  out  the  ftudding-lail  booms,  &c. 
In  order  therefore  to  keep  the  horfe  more  parallel  ro  the  yard,  it  is  ufually 
fufpended  thereto,  at  proper  diftances,  by  certain  ropes  Cii.\\c(.\Jlirrups,  which 
hang  about  two  tcet  under  the  yard,  iiaving  an  eye  in  their  lower  ends 
through  which  the  horfe  palfes.     See  the  article  Rigging. 

Horse  is  alfo  a  thick  rope,  extended  in  a  perpendicular  dircdion  near  the 
fore  or  rt//«--ride  of  a  maft,  for  the  purpofc  of  hoilf  ing  or  extending  fome  fail 
thereon.  When  it  is  fixed  before  a  maft,  it  is  calculated  for  the  ufe  of  a, 
fail  called  the  fqtuire-fail,  whole  yard  being  attached  to  the  horfe,  by  means, 
of  a  traveller,  or  bulPs-cye,  w hich  Aides  up  and  down  occafionally,  is  re- 
tained in  a  fteatiy  pofition,  either  when  the  fail  is  fct,  or  whilft  it  is  hoilliug, 
or  lowering.  When  the  horfe  is  placed  abaft  or  behind  a  maft,  it  is  in- 
tended for  the  try-fail  of  u  fnow,  and  is  accordingly  very  rarely  fixed   \n.< 


HOU  H     U     I, 

this  pofition,  except  in  thofc  (loops  of  war  which  occaficnally  airiime  the 
form  of  fnows,  in  order  to  deceive  the  enemy. 
Horse,  (baudet,  Fr.)  a  fawyer's  frame  or  treftle. 

HOUNDS,  a  name  given  to  thofc  parts  of  a  mail-head,  wliich  gradually 
projett  on  the  right  and  left  fide,  beyond  the  cylindrical  or  conical  furface, 
which  it  prcferves  from  Kh<t  partners  upwards.  The  hounds,  whofe  upper 
parts  are  alio  called  cheeks,  are  ufed  as  ilioulders  to  fupport  the  frame  of  the 
top,  together  wi{h  the  top-maft  and  the  rigging  of  the  lower-maft.  See  the 
article  Mast. 

HOUSED,  (d  la  ferre,  Fr.)  the  fituation  of  the  great  guns  of  a  lliip, 

when  they  are  fecured  at  fea  by  their  tackles  and  breechings.    See  Cannon. 

HOWKER,  a  veflel  in  the  Dutch  marine,  commonly  navigated  with  two 

marts,  viz.  a  main-maft  and  a  mizen-maft,  and  being  from  Hxty  to  upv.'ards 

of  two  hundred  tons  in  burthen. 

HOUSING,orHOUSE-LINE,  afmall]ine,formedofthreefineftrands, 
or  twilVs  of  hemp,  fmallcr  than  rope-yarn.  It  is  chielly  ufed  to  fcize  blocks 
into  their  ftrops,  to  bind  the  corners  of  the  fails,  or  to  fatten  the  bottom  of  a 
iail  to  it's  bolt-rope,  &c.     See  Bolt-rope. 

HOY,  a  fmall  vcfTcl,  chiefly  ufed  in  toafling,  or  carrying  goods  to  or 
from  a  fliip,  in  a  road  or  bay,  where  the  ordinary  lighters  cannot  be  managed 
with  fafety  or  convenience. 

It  v.'ould  be  very  difficult  to  defcribe,  precifely,  the  marks  of  diftindtion 
between  this  velTel  and  fome  others  of  the  fame  fize,  which  are  alfo  rigged 
in  the  fame  manner  ;  becaufe  what  is  called  a  hoy  in  one  place,  would  an"ume 
the  name  of  a.Jloop  ot  fniack  in  another  :  and  even  the  people,  who  navigate 
thefe  veflels,  have,  upon  examination,  very  vague  ideas  of  the  marks  by 
which  tliey  are  diftinguifhed  from  thole  above  mentioned.  In  Holland,  the 
hoy  has  two  mails  ;  in  F.ngland  it  has  but  one,  where  the  main-fail  is 
fomctimes  extended  by  a  boom,  and  fometimes  witliout  it.  Upon  the  whole, 
it  may  be  defined  a  finall  vefTcl,  ufually  rigged  as  a  floop,  and  employed  for 
carrying  paflengers  and  luggage  from  one  place  to  another,  particularly  on 
the  fea-coall. 

HULK,  an  old  iliip  of  war,  fitted  with  an  apparatus,  to  fix  or  take  out 
the  mads  of  his  majefiy's  fliips,  as  occafion  requires. 

The  mad  of  this  veflel  a  a  fig.  2.  plate  V.  is  extremely  high,  and  withal 
properly  fl:rengthcned  by  protids  and  Jlays,  in  order  to  fecure  the  fheers, 
(machine  à  mater,  Vr.)  which  ferve,  as  the  arm  of  a  crane,  to  hoifl:  out  or  in 
the  malls  of  any  fhip  lying  alongfide.  The  flicers,  b  b,  are  compofed  of  fe- 
veral  long  malls,  whofe  heels  rell  upon  the  fide  of  the  hulk,  and  having 
their  heads  declining  outward  from  the  perpendicular,  fo  as  to  hang  over 
the  veflJel  whofe  malls  are  to  be  fixed  or  difplaccd.  The  tackles,  c  c, 
which  extend  from  the  head  of  the  mafl:  to  the  fiieer-heads,  are  intended  to 
pull  in  the  latter  towards  the  malt-head,  particularly  when  they  are  charged 
with  the  weight  of  a  mall  after  it  is  raifed  out  of  any  fliip,  which  is  per- 
formed by  fl:rong  tackles  depending  from  the  Iheer-heads.  The  cfibrt  of 
thefc  tackles  is  produced  by  two  capfterns,  fixed  on  the  deck  for  this 
purpofe. 

S  HutK 


H     U     L  H     U     R 

Hulk  is  alfo  a  name  bellowed  on  any  old  vefTtl  laid  by,  as  unfit  for 
further  lervicc  :  it  is  probably  derived  from  the  e>.xac";r,  or  v^flels  of  burthen 
of  the  ancient  Grecians. 

HULL,  {corps  d'un  vaijfecti,  Fr.)  the  frame,  or  body  of  a  fh-p,  cxclufivc 
of  her  marts,  yards,  fails,  and  rigging  :  it  is  ulualiy  exprefled  of  a  (hip 
either  before  Ihe  is  ftirnifhed  with  niafts,  &c.  or  after  flic  is  difmalled  and 
flripped  of  the  aforefaid  machinery. 

T'a  Hull  a/Jiip,  is  to  fire  cannon-balls  into  her  huU  within  the  point-blank 
range. 

HuLL-/o,  the  fituation  of  a  fiiip  when  flte  is  trying  a-hull,  or  with  all  her 
fails  furled  ;  as  in  trying.     See  the  article  Trying. 

HURRICANE,  (ourngan,  Fr.  kuracan.  Span.)  a  violent  and  prodigious 
tempeft,  occafioned  by  the  colleftion  and  oppofition  of  feveral  winds,  that 
lomctimes  blow  from  one  quarter  and  fometimes  from  another,  producing 
a  dangerous  agitation  in  the  fca,  where  the  waves  break,  and  dafli  againlt 
each  other  with  aftonifliing  fury.  On  the  approach  of  a  hurricane,  the  fea 
and  air  become  perfciflly  calm  and  motionlels,  without  a  breath  of  wind 
flirring  either.  Soon  after  this  the  fky  is  darkened,  the  clouds  accumulate, 
and  the  light  of  the  day  is  replaced  by  terrible  flaflies  of  lightening.  The 
hurricanes  often  laft  abundantly  long,  and  are  ufually  accompanied  witli 
many  fatal  accidents*.  During  the  continuance  of  this  general  calamity,  the 
vefltls  which  v.'crc  anchored  in  the  roads  frequently  cut  their  cables  and  pur 
to  fca,  where  they  drive  at  the  mercy  of  the  winds  and  waves,  after  having 
llruck  their  yards  and  top-mafts. 

The  hurricanes  are  more  ufual  between  the  tropics,  particularly  in  the 
Atlantic  ocean,  than  to  the  northward  or  fouthward  of  the  torrid  zone. 

*  Aubin.  Savericn. 


J. 


J     A    C  J     E     A 


J. 


JACK,  a  fort  of  flag  or  colours,  difplayed  from  a  mad  ereded  on  the 
outer  end  of  a  fliip's  bowfpric.  In  the  Britifli  navy  the  jack  is  nothing 
more  than  a  fmall  union  flag,  compofed  of  the  interfeftion  of  the  red  and 
white  croflTes  ;  but  in  mcrchant-fliips  this  union  is  bordered  with  a  red  field. 
See  the  article  Union. 

JACOB'S  STAFF,  (balon  agronomique,  Fr.)  an  inftrument  formerly 
ufed  to  take  altitudes  at  fea. 

JAMMING,  the  a<5l  of  inclofing  any  objc(5t  between  two  bodies,  fo  as 
to  render  it  immoveable,  vvhilfl:  they  continue  in  ilie  fame  pofition.  This 
exprelTion  is  ufually  applied  to  the  fituation  of  fome  running-rope,  when  it 
happens  to  be  fqueezed  by  the  comprefTion  of  the  fl;anding-rigging,  &c.  and 
by  confequence  incapable  of  performing  it's  ofiîce,  by  traverfing  in  the 
blocks,  till  it  is  releafed  from  this  confinement.  In  this  fenfe  jamming  is 
oppofed  to  rendering,  which  fee. 

A  cafli,  box,  &c.  is  alfo  faid  to  be  jammed,  when  it  is  in  the  fame  manner 
wedged  in  between  weighty  bodies,  lb  as  not  to  be  diflodged  without  great 
difficulty. 

JEARS,  or  GEERS,  ((frijfe,  Fr.)  an  aflemblagc  of  tackles,  by  which  the 
lower  yards  of  a  fliip  are  hoiftcd  up  along  the  maft  to  their  ullial  fl:ation,  or 
lowered  from  thence  as  occafion  requires  ;  the  former  of  which  operations 
is  CâWcd  fzvû\i>7g,  and  the  latter,  Jlriking.     See  thofe  articles. 

In  a  fliip  ot  war,  the  jears  are  ufually  compofed  of  two  firong  tackles, 
each  of  which  has  two  blocks,  viz.  one  fartened  to  the  lower  maft  head,  and 
the  other  to  the  middle  of  the  yard.  The  two  blocks  which  are  lajhed  to 
the  middle,  ox  flings  of  the  yard,  are  retained  in  this  fituation  by  means  of 
two  cleats,  nailed  on  each  fide,  v/hofe  arms  enclofe  the  ropes  by  which  the 
blocks  are  fafl:ened  to  the  yard.  The  two  ropes,  which  communicate  with 
thefe  tackles,  lead  down  to  the  deck  on  the  oppofite  fide  of  the  maft,  ac- 
cording to  the  fituation  of  the  upper  jear-blocks. 

The  jears,  in  merchant-fliips,  have  ufually  two  large  fingle  blocks  on  the 
oppofite  fide  of  the  maft-head,  and  another  of  the  iame  fize  in  the  middle 
of  the  yard.  The  rope  which  communicates  with  thefe  palTes  through 
one  of  the  blocks  hanging  at  the  maft-head,  then  through  the  block  on  the 
yard,  and  afterwards  through  the  other  hanging-block  upon  the  maft.  To 
the  two  lower  ends  of  this  rope,  on  the  oppofite  fides  of  the  maft,  are  fixed 
two  tackles,  each  of  which  is  formed  of  two  double  blocks,  the  lov.'er  one 
being  hooked  to  a  ring-bolt  in  the  deck,  and  the  upper  one  fpliced,  or  feized, 
into  the  lower  end  of  the  great  rope  above,  which   is  called  the  tye.     By 

this 


JET  JIG 

this  contrivance  the  mechanical  power  of  the  tackle  below  is  tranfmitted  to 
the  tye,  which,  communicating  with  blocks  on  the  yard,  readWy  jzvûy  s -up, 
or  lowers  it,  either  by  the  effort  of  both  jears  at  once,  on  the  oppofite  fides 
of  the  maft,  or  by  each  of  them  feparately,  one  after  the  other. 

JETTY-HEAD,  a  njme  ufually  given,  in  the  royal  dock-yards,  to  that 
part  of  a  wharf  which  projects  beyond  the  rçft  ;  but  more  particularly  the 
front  of  a  wharf,  >vhofe  fide  forms  one  of  the  checks  of  a  dry  or  wet  dock. 

JEWEL-BLOCKS,  a  name  given  to  two  fmall  blocks,  which  are  fuf- 
pended  at  the  extremity  of  the  main  and  fore-top-fail-yards,  by  means  of 
an  eye-bolt,  driven  from  without  into  the  middle  of  the  yard-arm,  parallel 
to  it's  axis.  The  ufe  of  thefc  blocks  is  to  retain  the  upper-part  of  the  top- 
mall  ftudding-fails  beyond  thefkirts  of  the  top-fails,  fo  that  each  of  thole 
fails  may  have  it's  full  force  of  aftion,  which  would  be  diminifhed  by  the 
incroachmcnt  of  the  other  over  its  I'urfacc.  The  haliards,  by  which  thole 
ftudding-fails  are  hoifted,  are  accordingly  pafied  through  the  jewel-blocks  ; 
whence,  communicating  with  a  block  on  the  top-maft-head,  they  lead  down- 
wards to  the  top  or  decks,  where  they  may  be  conveniently  hoilled.  See  the 
article  Sail. 

JIB,  [foe,  Fr. )  the  foremoft  fail  of  a  fhip,  being  a  large  ftay-fuil  ex- 
tended from  the  outer  end  of  the  bowfprit,  prolonged  by  the  jib-boom,, 
towards  the  fore-top-maft-head.     See  Sail. 

The  jib  is  a  fail  of  great  command  with  any  fide- wind,  but  efpeciaiiy 
when  the  fliip  is  clofc-hauled,  or  has  the  wind  upon  her  beam  ;  and  it's  effort 
in  lûjîing  the  Ihip,  or  turning  her  head  to  leeward  is  very  powerful,  and  of 
great  utility,  particularly  when  the  iliip  is  ivorking  througii  a  narrow  chan- 
nel.    See  Sailing. 

JiB-BooM,  a  boom  run  out  from  the  extremity  of  the  bowfprit,  parallel 
to  it's  length,  and  fcrving  to  extend  the  bottom  of  the  jib,  and  the  ftay  of 
the  fore-top-gallant-maft.  This  boom,  which  is  nothing  more  than  a  conti- 
nuation of  the  bowfprit  forward,  to  which  it  may  be  confidered  as  a  top-maft', 
is  ufually  attached  to  the  bowfprit  by  means  of  two  large  boom-irons,  (fee 
the  article  Iron'-Work)  or  by  one  boom-iron,  and  a  frt/> on  the  outer-end 
of  the  bowfprit  ;  or,  finally,  by  the  cap  without,  and  a  ftrong  lafhino- 
within,  inflead  of  a  boom-iron  -,  which  is  generally  the  method  of  fecuring 
it  in  fmall  mcrchant-fliips.  It  may  therefore  be  drawn  in  upon  the  bowfprit 
as  occafion  requires,  which  is  ufually  praftiled  when  the  fhip  enters  a  har- 
bour, where  it  might  very  foon  be  broke,  or  carried  away,  by  the  vefTcls 
which  are  moored  therein,  or  paffing  by  under  fail. 

JIBING.     SeeGvniNG. 

JIGGE^R,  a  machine,  confiding  of  a  piece  of  rope  about  five  feet  long, 
■with  a  block  at  one  end  and  a  Ihcave  at  tlic  other  -,  and  ufed  to  bold-on  the 
cable,  when  it  is  heaved  into  the  fhip  by  the  revolution  of  the  winJlûfs.    See 

HoLDING-ON. 

The  jigger  is  particularly  ufeful  when  the  cable  is  either  fiippery  with 
mud  or  ooze,  or  when  it  is  llifï'  and  unweidly  ;  in  botli  of  which  cafes  it  is 
very  difficult  to  ftretch  it  back  from  the  windlafs  by  iiand,  wliich  however  is 

Y  donc 


JIG  J     O     U 

done  with  facility  and  expedition,  by  means  of  the  jigger,  as  follows  :  the 
end  of  the  rope,  to  which  the  (heave  is  fallcned  by  a  knor,  is  pafTcd  round 
the  cable  clofctothc  windlafs,  and  the  hind  part  of  the  rope,  coming  over 
the  flieave,  is  ftrctchcd  aft  by  means  of  another  ro]-,e  palling  throvigh  the 
jigger-block.  As  foon  as  the  laft  rope  is  extended,  the  turn  of  the  former 
about  the  cable  is  firmly  retained  in  its  pofuicn,  by  the  comprcflion  of  it's 
hind  part  under  the  fiieave,  ading  upon  what  may  be  call(d  the  neck  of  the 
jigger.  But  as  the  cable  continues  to  be  heaved  into  the  fbip,  it  is  evident 
that  the  jigger,  which  is  faftened  on  a  particular  part  thereof,  flretching  it 
back,  will  be  removed  further  aft,  by  every  turn  of  the  windlafs,  and  the 
effort  of  the  jigger  will  be  leffened  in  proportion  to  it's  difiance  from  the 
windlafs  :  this  circumftance  renders  it  neceflary  to  fleet  or  replace  it,  in 
a  proper  (late  of  uction,  as  occafion  requires.  7  he  man  who  performs  this 
office  accordingly  calls  out,  flat  p^gir  I  one  of  the  nun,  nt  the  windlais, 
indantly  fixes  his  handfpcc  between  the  deck  and  the  cable,  fo  as  to  jam  the 
latter  to  the  windlafs,  and  prevent  it  from  running  out  till  the  jigger  is  re- 
fixed. 

Tirger-Tackle,  a  light  fmall  tackle,  cor.fiHing  of  a  double  and  fingle 
block,  and  ufed  on  fundry  occafions  by  feam.en.     See  Tackle. 

IN  {dedans,  Fr.)  the  (late  of  any  of  a  fliip's  lails,  when  they  are  fuiled 
or  (lowed.  It  is  ufed  in  this  (Infe  alio  in  oppofition  to  cut,  which  implies 
that  they  2.tc  fet,  or  extended  to  aflifl  the  (liip's  courfe. 

INSURANCE,  (tifuremce,  Fr.)  a  certain  contrat,  by  which  an  individual, 
or  company,  agrees  to  indemnity  whatever  lofies  or  damages  may  happen  to 
a  (hip  or  cargo,  during  a  voyage,  provided  they  are  not  occafioned  by  default 
of  the  perlbn  infufed.  For  this  agreement  the  latter  pays  a  certain  fum  in 
advance,  called  the /•?-<«;//«?«,  which  accordingly  falls  to  the  infurer,  in  cafe 
the  fliip  arrives  in  a  fafe  harbour  ;  but  if  the  (hip  is  loll,  tlie  iniurer  renders 
the  ftipulatcd  fum  to  the  merchant. 

JOURNAL,  in  navigation,  a  fort  of  diary,  or  daily  regifter  of  the  (hip's 
courle,  winds,  and  weather  -,  together  with  a  general  account  of  whatever  is 
material  to  be  remarked  in  the  period  of  a  lea  voyage. 

In  all  fea-journals,  the  day,  or  what  is  called  the  24  hours,  term.inates 
at  noon,  becaule  the  errors  of  the  dead-reckoning  are  at  that  period  gene- 
rally corredted  by  a  Iblar  oblervation.  The  daily  compaft  ufually  contains 
the  (late  of  the  weather,  the  variation,  increafc,  or  diminution  of  the  wind  -, 
and  the  fuitable  fhifting,  reducing,  or  enlarging  the  quantity  of  fail  ex- 
tended -,  as  alfo  the  mofl  material  incidents  of  the  voyage,  and  the  condi- 
tion of  the  (hip  and  her  crew  ;  together  with  the  difcovery  of  other  fhips  or 
fleets,  land,  flioals,  breakers,  Ibundings,  &c. 

The  form  of  keeping  journals  is  very  difierent  in  merchant  fliips  ;  but 
one  method  appears  to  be  invariably  purfued  in  the  navy,  which  neverthe- 
ie("s  is  certainly  capable  of  improvement,  becaufe  no  form  can  be  properly- 
called  perfei^t,  that  leaves  as  great  a  ("pace  for  one  day's  work,  the  matter  of 
which  may  be  contained  in  very  few  lines,  as  for  another  that  abounds  with 
important  incidents,  (b  as  to  occupy  ten  times  the  fpace.   If  therefore  there  be 

anv 


I     R     O  J     U     N 

any  fuch  thing  as  propriety  of  method  on  thisoccafion,  it  fecms  to  imply, 
that  the  fpace  containing  Ihoiild  conform  to  the  matter  contained,  which 
will  necefïlirily  be  greater  or  lefs,  according  to  circumftances. 

IRON-GARTERS,  (bas  de  foie ^  t'r.)  a  cant  word  for  bilboes,  or 
fetters. 

IRON-WORK,  (ferrtire,  Fr.  )  a  general  name  for  all  the  p'eces  of  iron, 
of  whatloever  figure  or  fize,  which  are  ufcd  in  the  conftriiftion  of  a  fliip  : 
as  bolts,  boom-irons,  nails,  fpikes,  chains  and  chain-plates,  block-ftrops, 
cranks,  pintles,  and  googings. 

The  mod  material  of  thcfe  articles  are  explained  in  their  proper  places. 

ISLAND  OF  ICE,  a  name  given  by  failors  to  a  great  quantity  of  ice  col- 
Jefled  into  one  huge  folid  mais,  and  floating  about  upon  the  feas  near  or 
within  the  arctic  circle. 

Many  of  thefe  fluctuating  iflands  are  met  with  onthecoaftsof  Spitzbergen, 
to  the  great  danger  of  the  fliipping  employed  in  the  Greenland  tilhery. 

JUNK,  //-w/j  de  cable,  Fr.)  a  name  given  to  any  remnants  or  pieces  of 
old  cable,  which  is  ufually  cut  into  fmall  portions  for  the  purpofeof  making 
points,  mats,  gaflcets,  fennit,  &c.     See  Points,  &c. 

JURY-MAST,  a  temporary  oroccafional  maft,  erefted  in  a  fliipto  fup- 
ply  the  place  of  one  which  has  been  carried  away  by  tempeft,  battle,  or  th^ 
labouring  of  a  fhip  in  a  turbulent  fca. 


Y  2  K. 


K     A     I  K     E     E 


K. 


KAICLING,  or  KECLING,  a  name  given  to  any  old  ropes,  wliich 
are  wound  about  a  cable,  with  a  Iniall  interval  between  the  turns,  and 
uletl  to  prclerve  the  furface  ot'  the  cable  from  being  fretted,  when  it  rubs 
againll  the  Ihip's  bow,  ox  fore-foot.     See  alfo  Rounuing  and  Service. 

KEDGE,  {ancre  de  touei,  Fr.)  a  Imall  anchor  ul'ed  to  keep  a  fliip  Iteady 
■whilft  flie  rides  in  a  harbour  or  river,  particularly  at  the  turn  of  the  tide, 
•when  flie  might  otherwife  drive  over  her  principal  anchor,  and  entangle  the 
ftock  or  flukes  with  her  flack  cable,  fo  as  to  loofen  it  from  the  ground.  This 
is  accordingly  prevented  by  a  kedge-rope  that  reitrains  her  from  approach- 


ing It. 


The  kcdges  are  alfo  particularly  ufeful  in  iratfporting  a  fliip,  i.  e.  re- 
moving her  from  one  part  of  the  harbour  to  another,  by  means  of  ropes, 
which  are  faftened  to  thefe  anchors.  They  are  generally  furniflied  with  an 
iron  fl:ock,  which  is  eafily  difplaced,  for  the  convenience  of  flowing  them. 
See  the  articles  Amchor  and  Wari». 

KEEIv,  the  principal  piece  of  timber  in  a  fliip,  which  is  ufually  firfl:  laid 
on  the  blocks  in  building. 

If  we  compare  the  carcafe  of  a  fliip  to  the  fl-celeton  of  the  human  body, 
the  keel  may  be  confidered  as  the  back-bone,  and  the  timbers  as  the  ribs. 
It  therefore  fupports  and  unites  the  whole  fabric,  fince  the  0:em  and  fl:ern- 
pofl:,  which  are  elevated  on  its  ends,  are,  in  foir.e  meafure,  a  continuation 
of  the  keel,  and  ferve  to  conncift  and  enclofe  the  extremities  of  the  fides  by 
tranfoms  -,  as  the  keel  forms  and  unites  the  bottom  by  timbers. 

The  keel  is  generally  compofed  of  feveral  thick  pieces,  f  A,  plate  I. 
Pieces  of  the  Hull)  placed  lengthways,  which,  after  being  fcarfed  toge- 
ther, are  bolted,  and  clinched  upon  the  upper  fide.  When  thefe  pieces  can- 
not be  procured  large  enough  to  afford  a  fufficient  depth  to  the  keel,  there 
is  a  ftrong  thick  piece  of  timber  bolted  to  the  bottom  thereof,  called  the 
falfe  keel,  which  is  alfo  very  ufeful  in  preferving  the  lower-fide  ot  the  main 
keel.  In  our  largeft  fliips  of  war,  the  falfe  keel  is  generally  compofed  of 
two  pieces,  which  are  called  the  upper  and  the  lower  falfe  keels.  See  Mid- 
ship-Frame. 

The  loweft  plank  in  a  fliip's  bottom,  called  the  garboard ftrcak,  has  it's 
inner  edge  let  into  a  groove,  or  channel,  cut  longitudinally  on  the  fide  of 
the  keel  :  the  depth  of  this  channel  is  therefore  regulated  by  the  thicknefs 
of  the  garboard-ftreak. 

5  Kecu 


K     E     E  K     E     L 

Keel  is  alfo  a  name  given  to  a  low  flat-bottomed  velTel,  ufed  in  the  river 
Tyne  to  bring  the  coals  down  from  Newcaftle,  and  the  adjacent  parts,  in 
order  to  load  the  colliers  for  traplportation. 

Upon  un  even  Keel,  the  pofition  of  a  fhip  when  her  keel  is  parallel  to  the 
plane  of  the  horizon,  fo  that  flie  is  equally  deep  in  the  water  at  both  ends. 

Keel-hauling,  a  punilhmcnt  inflicted  for  various  offences  in  the  Dutch 
navy.  It  is  performed  by  plunging  the  delinquent  repeatedly  under  the 
fhip's  bottom  on  one  fide,  and  hoifting  him  up  on  the  other,  after  having 
paffed  under  the  keel.  The  blocks,  or  pullies,  by  which  he  is  fufpended, 
are  faftened  to  the  oppofite  extremities  of  the  main-yard,  and  a  weight  of 
lead  or  iron  is  hung  upon  his  legs  to  fink  him  to  a  competent  deptii.  By 
this  apparatus  he  is  drawn  clofe  up  to  the  yard-arm,  and  thence  let  fall 
fuddcnly  into  the  fea,  where,  pafTing  under  tlie  fhip's  bottom,  he  is  hoifted 
up  on  the  oppofite  fide  of  the  venTcl.  As  this  extraordinary  lent^rnce  isexe^ 
cured  with  a  ferenity  of  temper  peculiar  to  the  Dutch,  the  culprit  is  allowed 
fufficient  intervals  to  recover  the  fenfe  of  pain,  of  which  indeed  he  is  fre- 
quently deprived  during  the  operation.  In  truth,  a  temporary  infcnfibility 
to  his  fufferings  ought  by  no  means  to  be  conftrued  into  a  difrefpecl  of  his 
judges,  when  we  confider  that  this  punifiiment  is  liippoled  to  have  peculiar 
propriety  in  the  depth  of  winter,  whilft  the  flakes  of  ice  are  floating  on  the 
ftream  ;  and  that  it  is  continued  till  the  culprit  is  almoft  fufix)cated  for  want 
of  air,  benumbed  with  the  cold  of  the  water,  or  ftunned  with  the  blows 
his  head  receives  by  flriking  the  fliip's  bottom. 

'To  Keep,  a  term  ufed  on  feveral  occafions  in  navigation  :  as. 

To  Keep  the  land  aboard,  is  to  keep  within  fight  of  land  as  much  as  pof- 
fible.     See  alfo  Hold. 

To  Keep  the  luff,  to  continue  clofe  to  the  wind,  ;.  c.  failing  with  a  courfe 
inclined  to  the  direction  of  the  wind,  as  much  as  poffible,  without  deviating 
to  leeward.     This  is  alfo  called,  keeping  the  wind.     See  Close-hauled, 

To  Keep  off,  (alarguer,  tenir  k  largue,  Fr.)  to  fail  off,  or  keep  at  a  diftancc 
from  the  fliore.     See  alfo  Offing. 

JS(;«/-Keeper,  one  of  the  rowers,  who  remains  as  a  centinel,  in  his  turn,  to 
take  care  of  any  boat  and  her  contents,  either  when  fiie  lies  by  the  Ihorc,  or 
along-fide  of  the  fliip  -,  or  when  flic  is  towed  .illern  of  lier. 

KELSON,  (contre  qui'k,  Fr.)  a  piece  of  timber,  which  may  be  properly 
defined  the  inierior,  or  counter-part  of  the  keel,  as  it  is  laid  upoii  the  mid- 
dle of  the  floor-timbers,  immediately  over  the  keel,  ajid,  like  it,  compoled 
of  feveral  pieces,  fcarfcd  together,  reprefented  by  X,  place  I.  Pieces  of 
the  IIi'i.L.  In  order  to  fit  with  more  fecurity  upon  the  floor-timbers  and 
crotclies,  it  is  notched  about  an  inch  and  a  half  deep,  oppofite  to  each  of 
thofe  pieces,  and  thereby  firmly  fcorcd  down  upon  them  to  tliat  depth, 
where  it  is  fecured  by  fpike-nails.  The  pieces  ot  which  it  is  formed  arc 
only  half  the  breadth  and  t  luck  nefs  of  thofe  of  the  keel. 

Thekelfon  fervcs  to  bind  and  unite  tlic  floor-timbers  to  the  keel.  It  is 
contiaeJ  to  the  keel  by  long  bolts,  wliich,  being  driven  from  withoutthrough 


K     E     T  K     N     E 

lèverai  of  the  timbers,  are  fore-iockei.1  or  clinched  upon  rings  on  the  uppet 
fide  of  the  kelfon. 

KETCH,  {bombarde,  Vv.)  a  vcfiel  equipped  with  two  mafls,  viz.  tiic 
main-maft  and  mizen-m;ift,  and  iifiially  from  lOO  to  250  tons  burthen. 

Ketches  are  principally  uled  as  yachts,  or  as  bomb-veflcls,  the  tonner 
of  which  are  employed  to  convey  princes  of  the  blood,  ambairadors,or  other 
great  perfonagcs  from  one  part  to  another  -,  and  the  latter  are  ukd  to  bom- 
bard citadels,  or  towns,  or  other  fortrefils. 

The  bomb- ketches  are  therefore  furnifhed  with  all  the  apparatus  necef- 
farv  fora  vigorous  bombardment.  They  are  built  remarkably  Itrong,  as 
being  fitted  with  a  greater  number  of  riders  than  any  other  vefTel  of  war  ; 
fee  fig.  5.  plate  VJI.  and  indeed  this  reinforcement  is  abfolutely  necefiary  to 
fuftam  the  violent  fhock  produced  by  thr  dilcharge  of  their  mortars,  which 
would  otherwife,  in  a  very  fliort  time,  iliatter  them  to  pieces.  See  Mortar 
and  Shell. 

KEVELS,  {taquets,  Fr.)  a  frame  compofed  of  two  pieces  of  timber, 
whofe  lower  ends  reft  in  a  fort  of  ftep  or  foot,  nailed  to  the  fhip's  fide,  from 
whence  the  upper  ends  branch  outward  into  arms  or  horns,  fcrving  to  belay 
the  great  ropes  by  which  the  bottoms  of  the  main-fail  and  forclail  are  ex- 
tended.    Thefe  are  reprefented  by  fig.  3.  plate  V. 

KEY,  (quai,  Fr.)  a  long  wharf,  ufually  built  of  ftone,  by  the  fide  of  a 
harbour  or  river,  and  having  feveral  ftore-houfes  for  the  convenience  of 
lading  and  difcharging  merchant-fhips.  It  is  accordingly  furniflied  with 
pofts  and  rings,  whereby  they  arcfecured  -,  together  with  cranes,  capfterns, 
and  other  engines,  to  lift  the  goods  into,  or  out  of,  the  veflels  which  lie 
along-fide. 

Keys,  (attalcns,  Fr.)  are  alfo  certain  funken  rocks,  lying  near  the  fur- 
face  of  the  water,  particularly  in  the  Well-Indies. 

KINK,  a  fort  of  twift  or  turn  in  any  cable  or  other  rope,  occafioned  by 
it's  being  very  fl;ifFor  clofe-laid  -,  or  by  bcin,;  drawn  too  haftily  out  of  the 
roll  or  tier,  wherein  it  lay  coiled.     See  the  article  Coiling. 

KNEE,  (courbe,  Fr.)  a  crooked  piece  of  timber,  having  two  branches, 
or  arms,  and  generally  ufed  to  connedt  the  beams  of  a  fliip  with  her  fides  or 
timbers. 

The  branches  of  the  knees  form  an  angle  of  greater  or  fmaller  extent, 
according  to  the  mutual  fituation  of  the  pieces  which  they  are  defigned  to 
unite.  One  branch  is  fecurely  bolted  to  one  of  the  deck-beams,  whilft  the 
other  is  in  the  fame  manner  attached  to  a  correfpOnding  timber  in  the 
fhip's  fide,  as  reprefented  by  E  in  the  MmsHip-FR.'VMn,  plate  VII. 

Befides  the  great  utility  of  knees  in  connedling  the  beams  and  timbers  into 
one  compaft  frame,  they  contribute  greatly  to  the  ftrcngtli  and  folidity  of 
the  fhip,  in  the  different  parts  of  her  frame  to  which  they  are  bolted,  and 
thereby  enable  her,  with  greater  firmnefs,  to  refill  the  efitfts  of  a  turbulent 
fea. 

In  fixing  of  thefe  pieces,  it  is  occafionally  necefiary  to  give  an  oblique 

diredion  to  the  vertical,  or  fide-branch,  in  order  to  avoid  the  range  of  ar» 

5  adjacent 


K     N     E  K     N     E 

adjacent  gun-port,  or,  becaufe  the  knee  may  be  fo  fliaped  as  to  require  this 
difpofition  -,  it  being  fomctimes  difficult  to  procure  fo  great  a  variety  of 
knees  as  may  be  neccfl'.iry  in  the  conllru(ftion  of  a  number  of  Ihipsof  war. 

In  France,  the  fcarcity  of  thefc  pieces  has  obliged  their  fhipwrights  fre- 
quently to  form  their  knees  of  iron. 

Knees  are  either  laid  to  be  lodging  or  hanging.  The  former  are  fixed 
horizontally  in  the  ihip's  frame,  having  one  arm  bolted  to  the  beam,  and 
the  other  acrofs  two  or  three  timbers,  as  reprefented  by  F  in  the  Deck, 
plate  III.  The  latter  are  fixed  vertically,  as  we  have  defcribed  above.  See 
alio  Building,  Deck.,  and  Midship-Frame. 

Knee  of  the  bead,  (pottlaine,  Fr.)  a  large  flat  piece  of  timber,  fixed  cdgways 
upon  the  fore-part  of  a  lliip's  ilem,  and  fupporting  the  ornamental  figure  or 
image,  placed  under  the  bowfprit.     See  the  article  Head. 

The  knee  of  the  head,  which  may  properly  be  defined  a  continuation  of 
the  item,  as  being  prolonged  from  the  item  forwards,  is  extremely  broad  at 
the  upper-part,  and  accordingly  compolcd  of  kver;d  pieces  united  into  one, 
YY,  plate  I.  Pieces  of  the  Hull.  It  is  let  into  the  head,  and  fecured  to 
the  fliip's  bozus  by  ftrong  knees  fixed  horizontally  upon  both,  and  called  the 
cheeks  of  the  head,  Z  Z,  plate  IV.  fig.  jo.  The  heel  of  it  is  fcarfed  to  the 
upper  end  of  the  fore-foot,  ant!  it  is  fallened  to  the  ftem  above  by  à  knee, 
called  zjlandardy  exprcfled  by  &,  in  plate  I.    Pieces  of  the  Hull. 

Befides  fupporting  the  figure  of  the  head,  this  piece  is  otherwife  ufeful,  as 
ferving  to  fccure  the  boom,  or  bumkin,  by  which  the  fore-tack  is  extended 
to  windward  ;  and,  by  it's  great  breadth,  preventing  the  lliip  from  falling 
to  leeward,  wlien  clojc-haulcd,  fo  much  as  flie  would  otherwife  do.  It  alfo 
a.fiords  a  greater  fecurity  to  the  bowfprit,  by  incrcafing  the  angle  of  the  bob- 
Itay,  fo  as  to  make  it  act  more  perpendicularly  on  the  bowfprir. 

'I'he  knee  of  the  head  is  aphrafc  peculiar  to-fliipwrighus  -,  as  this  piece  is 
always  called  the  cut-nvater  by  f;.-amen,  if  we  except  a  few,  who  affciiting  to 
be  wiferthan  their  brethren,  have  adopted  this  expreffion  probably  on  the 
prefumption  that  the  other  is  a  cant  phrafe,  or  vulgarifm.  It  appears  a  ma- 
terial part  of  tiie  province  of  this  work  to  call  the  feveral  articles  contained 
therein  by  their  proper  names,  and  to  rcj.iSt  thofe  whicli  are  fpuryaus,  how- 
ever fanctified  bv  the  authority  of  official  dulnefs,  orfeconded  h\  the  adop- 
tion of  dignified  ignorance.  Accordingly  we  cannot  help  obferving,  tiiat 
v.hcn  a  term  of  art  h.is  been  eflabiifhed  from  time  immemorial,  and,  befides 
being  highly  cxprcflive,  produces  the  tefl:imony  of  foreign  nations  *  to  it's 
propriety,  nothing  more  certainly  betrays  a  fuperficial  underftanding,  than 
the  attempt  to  change  it,  without  being  able  to  aflîgn  the  fliadow  of  a  reafon 
for  this  alteration.  Vqt  i\ûiO\\o\\  knee  cf  the  head,  being  invariably  uled  by 
the  artificers,  is  of  courfe  explained  in  this  work  as  a  term  of  naval  archi- 
tecture, wherein  pradice  has  indeed  rendered  it  natural  and  intelligible  ;  it 
is  neverthelefs  very  rarely  ufed  by  feamen,  elpecially  in  common  difcouric, 
unlefs  when  it  is  intended  to  imprefs  the  hearer  with  an  idea  of  the  fpeaker's 
fiiperior  judgment. 

•  The  cutw.itfr  is  called  lailh-mer  bv  (he  Fiench. 

KNIGHT- 


K   .N     I  K     N     O 

KNIGHT-HEAD,  or  Bollard-Timber.     See  the  article  Head. 

Knight-Heads,  two  ilrong  pieces  of  timber,  fixed  on  the  oppofite 
fides  of  the  main-deck,  a  little  behind  the  fore-maft,  in  a  mcrchant-fhip. 
They  are  11  fed  to  fiipport  and  inclofe  tlie  ends  of  the  vvindlals,  which  ac- 
cordingly is  turned  therein  as  upon  an  axis.  As  each  of  the  knight-heads 
is  formed  of  two  pieces,  they  may  be  occafionally  feparated  in  order  to  take 
off  the  turns  of  the  cable  from  the  windlafs,  or  replace  them  upon  it.  They 
are  lometimes  called  thé  bits,  and  in  this  fenfe  their  upper  parts  only  are 
denominated  knight-heads,  which  being  formerly  cmbellilhed  with  a  figure 
dcfigned  to  rcfemble  a  human  head,  gave  rife  to  the  name  they  have  ever 
fince  retained.     See  the  article  Windlass. 

Knight-heads,  (fcp  de  driffe,  Fr.)  was  alfo  a  name  formerly  given  to  the 
lower  jear-blocks,  which  were  then  no  other  than  bits,  containing  lèverai 
fheavcs,  and  nearly  refeiribling  ourprefeni:  top-fail-fheet  bits. 

KNITTLE,  (eguiUette,  Fr.  from  knit)  a  Imall  line,  which  is  either 
plaited  or  twilled,  and  ufed  for  various  purpofes  at  lea  ;  as  to  fallen  the 
fervice  on  the  cable,  to  reef  the  fails  by  the  bottom,  and  to  hang  the  ham- 
mocks between  decks  ;  this  name  is  alfo  given  to  the  loops  or  buttons  of  a 
bonnet. 

KNOT,  a  large  knob  formed  on  the  extremity  of  a  rope,  by  untwifting 
the  ends  thereof,  and  interweaving  them  regularly  amongft  each  other. 
There  are  lèverai  forts  of  knots,  which  differ  in  their  form  and  fize,  accord- 
incr  to  the  ufes  for  which  they  are  defigned  :  the  principal  of  thefe  are  the 
diamond-knot,  the  role-knot,  the  wall-knot,  or  walnut  ;  fome  of  which  are 
fmgle,  and  others  double. 

The  knots  are  generally  ufed  to  faften  one  rope  to  another,  by  means  of 
a  fmall  cord  attached  to  the  neck  of  the  knot,  called  the  laninyd,  which  is 
firmly  tied  about  both  ropes.  They  are  alfo  defigned  to  prevent  the  end 
of  a  rope  from  Aiding  through  an  eye,  which  the  knot  is  intended  to  confine 
ia  a  particular  fituation.     See  Becket». 


v; 


LAB  LAD 


L. 


«T"0  LABOUR,  (travûilkr,  Fr.)  as  a  fea-term,  implies  to  roll  or  pitch 
heavily  in  a  turbulent  lea  ;  an  effeft,  by  which  the  malls  and  hull  ot" 
the  fhip  are  greatly  endangered,  becaiife  by  the  rolling  motion  the  malls 
ftrain  upon  their  flirouds  with  an  effort,  which  increafcs  as  the  fine  of  their 
obliquity  :  and  the  continual  agitation  of  the  velicl  gradually  loolens  her 
joints,  and  often  makes  her  extremely  leaky. 

l^ADDKR,  (échelle,  ¥r.)  a  well-known  convenience,  of  which  there  are 
a  great  number  in  a  fliip,  formed  of  two  pieces  of  plank  joined  together  by 
crofs-pieces,  which  ferve  as  fteps,  whereby  to  mount  or  dcfcend  from  one 
deck  to  another. 

The  ladders  derive  their  names  from  the  feveral  hatchways,  or  other  parts 
of  a  fliip,  wherein  they  arc  fituated.  Befides  thcfe,  there  are,  of  a  particular 
conftrudtion,   the  accommodation-ladder  and  the  quarter-ladders. 

ylcccmtneddticn-hAVDZR,  is  a  fort  of  light  ftair-cafe,  occafionally  fixed  on 
the  gangway  of  the  admiral,  or  commander  in  chief,  of  a  fleet.  It  is  furniflied 
with  rails  and  entering-ropes,  covered  with  red  bays,  and  the  lower-end  of 
it  is  retained  at  a  competent  dillance  from  the  fiiip's  fide  by  iron  bars,  or 
braces,  to  render  the  pafiage  more  convenient  to  thofe  who  enter  or  depart 
from  the  fliip.     See  the  article  Gangway. 

^^r/fr-LADDERS,  two  ladders  of  rope,  depending  from  the  right  and  left 
fide  of  a  fliip's  flern,  wliercby  to  defcend  into  the  boats  which  are  moored 
allern,  in  order  to  bring  them  up  along-fide  of  ihefiiip  ;  or  to  ufe  them  for 
any  other  occafion. 

LADEN,  (chargée,  Fr.)  the  fliate  of  a  fliip  when  flie  is  charged  with  a 
weight  or  quantity  of  any  fort  of  merchandizes,  or  other  materials,  equal  to 
her  tonage  or  burthen.  If  the  cargo  with  which  fiie  is  laden  is  extremely 
heavy,  her  burthen  is  determined  by  the  weight  of  the  goods  ;  and  if  it  is 
light,  file  carries  as  much  as  flie  cany/eic,  to  be  fit  for  the  purpofes  of  na- 
vigation. As  a  ton  in  meafure  is  generally  eilimated  at  aooolb.  in  weight, 
a  veflel  of  200  tons  ought  accordingly  to  carry  a  weight  equal  to  400,000 lb. 
when  the  matter  of  which  the  cargo  is  compofcd  is  fpecificallv  heavier  than 
the  water  in  which  flie  floats  j  or,  in  other  words,  when  the  cargo  is  fo 
heavy  rhat  flie  cannot  float  high  enough,  with  fo  great  a  quantity  of  it,  as 
lur  hold  will  contain. 

Laden  /«  balk,  the  Hate  of  being  freighted  with  a  cargo  which  is  neither 
in  calks,  boxes,  bales,  or  cafes,  but  lies  loofe  in  the  hold  j  being  defended 
from  themoilhire,  or  wet  of  the  hold,  by  a  number  of  mats  and  a  quantity 
OÏ  tiiin(i:^e.     Such  are  ufually  the  cargoes  of  corn,  fait,  or  fuch  materials. 

Z  LAID- 


LAI  LAN 

LAID-UP,  the  fitiiation  of  a  fhip  when  fhe  is  either  moored  in  a  harbour 
(Jiiring  the  wiiucr-feafon,  or  laid  by,  for  want  of  employment:  or  when  by 
age  and  crazinefs  flie  is  rendered  incapable  of  further  fcrvice. 

LANCH,  a  peculiar  fort  of  long-boat,  ufed  by  the  French,  Spanifli,  and 
Italian  fliipping;  and  in  general  by  thofe  of  other  European  nations,  when 
employed  in  voyaging  in  the  Mediterranean  fea. 

À  lanch  is  proportionably  longer,  lower,  and  more  flat-bottomed  than  the 
long-boat  -,  it  is  by  confequence  lefs  fit  for  failing,  but  better  calculated  for 
rowing  and  approaching  a  flat  fliore.  It's  principal  fuperiority  to  the  long- 
boat, however,  confiflis  in  being,  by  it's  conftruftion,  much  fitter  to  under- 
run  the  cable,  which  is  a  very  neceiïary  employment  in  the  harbours  of  the 
Levant  fea,  where  the  cables  of  difl^^rent  fliips  are  faftened  acrofs  each  other, 
and  frequently  render  this  exercife  extremely  neceiïary. 

I-ANCH  is  ah'o  the  movement  by  which  a  fhip  or  boat  defcends  from  the 
ftiore,  cither  v>'hcn  file  is  at  firft  built,  or  at  any  time  afterv.'ards. 

To  facilitate  the  operation  of  lanching,  and  prevent  any  interruption 
therein,  the  fliip  is  fupported  by  two  ftrong  platforms,  laid  with  a  gradual 
inclination  to  the  water,  on  the  oppofite  fides  of  her  keel,  to  which  they  are 
parallel.  Upon  the  furface  of  this  declivity  are  placed  two  correfponding 
ranges  of  planks,  which  compofe  the  bafe  of  a  frame  called  the  cradle,  whofe 
upper-part  envelopes  the  fliip's  bottom,  whereto  it  is  fecurely  attached. 
Thus  the  lower  furface  of  the  cradle,  conforming  exacftly  to  that  of  the 
frame  below,  lies  flat  upon  it,  lengthways,  under  the  oppofite  fides  of  the 
iliip's  bottom  ;  and  as  the  former  is  intended  to  fiide  downwards  upon  the 
latter,  carrying  the  fliip  along  with  it,  the  planes  or  faces  of  both  are  well 
daubed  with  foap  and  tallow. 

The  necefl^ary  preparations  for  the  lanch  being  made,  all  the  blocks  and 
wedges,  by  which  the  (hip  was  formerly  fupported,  are  driven  out  from 
under  her  keel,  till  her  whole  weight  gradually  fgbfides  upon  the  platforms 
above  defcribed,  which  are  accordingly  called  the  ways.  The  pjcres  and 
Itanchions,  by  which  flie  is  retained  upon  the  flocks  till  the  period  ap- 
proaches for  lanching,  are  at  length  cut  away,  and  the  fcrews  applied  to 
move  her,  if  necefTary.  The  motion  ufually  begins  on  the  inftant  when  the 
Ihores  are  cut,  and  the  fliip  Hides  downward  along  the  ways,  which  are  ge- 
nerally prolonged  under  the  furface  of  the  water,  to  a  fufficient  depth,  to 
float  her  as  foon  as  fhe  arrives  at  the  furtheft  end  thereof. 

When  a  fhip  is  to  be  lanched,  the  enfign,  jack,  and  pendent,  are  always 
hoifted,  the  laft  being  difplayed  from  a  flafFereded  in  the  middle  of  the 
fhip.  Plate  V.  fig.  4.  reprefcnts  a  fhip  of  war  ready  to  be  lanched  from  the 
flocks. 

The  largefl  fhip  that  ever  was  lanched  in  England,  is  the  Britannia,  of  100 
guns,  built  atPortiinouth.  Ships  of  the  firll  rate  are  commonly  conflrudted 
in  dry  docks,  and  afterwards  floated  out,  by  throwing  open  the  flood-gates, 
and  fufi^ering  the  tide  to  enter,  as  foon  as  they  are  finiflied. 

Lanch,  the  order  to  let  go  the  top-7-ûpe,  after  any  top-mafl  is  fuicd. 
LAND-FALL,,  (atterrage,  Fr.)    the  firfl  land  difcovered  after  a  fea- 
Yoyage  :  hence  it  is  common  for  fhips,  who  accoft  each  other  at  fea,  to 
0  wifh 


LAN  L     A     R 

wifli  a  good  land-fall  at  parting,  by  which  they  imply  a  ^ifcovery  of  land, 
at  or  near  the  place  whither  their  courfe  is  dirc(5led,  and  which  they  expeét 
to  make  by  their  journals. 

Land-locked,  (bouclé,  Fr.)  the  fituation  of  a  fliip  which  is  environed 
by  the  land  on  all  fides  in  a  road,  bay,  or  haven  -,  fo  as  to  exclude  the  pro- 
fpeft  of  the  fea,  unlefs  over  fome  intervening  land.  See  the  French  word 
terre,  and  the  phraies  following  it. 

LANGREL,  or  LANGRAGE,  (mUrailks,  Fr.)  a  particular  kind  of 
fiiot,  formed  of  bolts,  nails,  bars,  or  other  pieces  of  iron  tied  together,  and 
forming  a  fort  of  cylinder,  which  correfponds  with  the  bore  of  the  cannon, 
from  which  it  is  intended  to  be  difcharged.  This  contrivance  is  particularly 
defigned  to  wound  or  carry  away  the  mafts,  or  tear  the  fails  and  rigging  of 
the  adverfary,  fo  as  to  difabie  him  from  flight  or  purfuit.  It  is  never  ufed 
in  royal  fhips,  but  very  often  by  privateers  and  merchantmen. 

LANIARD,  {lanier,  Fr.)  a  fliort  piece  of  cord  or  line,  faftened  to  feveral 
machines  in  a  fliip,  and  ferving  to  lecure  them  in  a  particular  place,  or  to 
manage  them  more  conveniently.  Such  are  the  laniards  of  the  gun-ports, 
the  laniard  of  the  buoy,  the  laniard  of  the  cat-hook,  &c. 

The  principal  laniards  ufed  in  a  fliip,  however,  are  thofe  employed  to 
extend  the  flirouds  and  ftays  of  the  maft:s,  by  their  communication  with  the 
dead-eyes,  fo  as  to  form  a  fort  of  mechanical  power,  refembling  that  of  a 
tackle.     See  Dead-eyes. 

Thefe  laniards,  (rides,  Fr.)  are  fixed  in  the  dead-eyes  as  follows  :  One  end 
of  the  laniard  is  thrufl:  through  one  of  the  holes  in  the  upper  dead-eye,  and 
then  knotted,  to  prevent  it  from  drawing  out;  the  other  end  is  then  pafled 
through  one  of  the  holes  in  the  lower  der.d-eye,  whence,  returning  upward, 
it  is  inferted  through  the  fécond  hole  in  the  upper  dead-eye,  and  next  through 
the  fécond  in  the  lower  dead-eye,  and  finally  through  the  third  holes  in  both 
dead-eyes.  The  end  of  the  laniard,  being  then  dircdled  upwards  from  the 
lowed  dead-eye,  is  fl:.-etched  as  flift"  as  poflTible  by  the  application  of  tackles  ; 
and  that  the  feveral  parts  of  it  may  Aide  with  more  facility  through  the 
holes  in  the  doad-eyes,  it  is  well  fmeared  with  hog's  lard  or  tallow,  fo  that 
the  fbrain  is  immediately  communicated  to  all  the  turns  at  opce. 

LANTHORN,  a  well-known  machine,  of  which  there  Are  many  ufed 
in  a  fliip,  particularly  for  the  purpofe  of  dircdling  the  courfe  of  other  fliips 
in  a  fleet  or  convoy  :  fuch  are  the  poop  and  top-lanthorns,  &c. 

LAP-SIDED,  (lordier,  Fr.)  the  ftate  of  a  fliip,  which  is  built  in  fuch  a 
manner  as  to  have  one  fide  heavier  than  the  other  ;  and,  by  confequence,  to 
retain  a  confiant  heel,  or  inclination  towards  the  heavieft  fide  ;  unlefs  when 
fhe  is  brought  upright,  by  placing  a  greater  quantity  of  the  cargo,  or  bal- 
lafl:,  on  the  other  fitle.     Sec  Ballast. 

LARBOARD,  (hajhord,  Fr.)  a  name  given  by  feamen  to  the  left  fide  of 
a  fliip,  wherein  the  right  and  left  are  apparently  determined  by  the  analogy 
of  a  ihip's  pofition,  on  the  water,  to  that  of  a  fifli. 

Larboard-watch,  (bajlordes,  or  bajhcrdtiis,  Fr.)  a  divifion  of  a  Ihip's 
company  on  duty,  while  the  other  is  relieved  from  it. 

LARGE,  a  phrafe  applied  to  the  wind,  when  it  crofl'es  tlie  line  of  a  fliip's 
courfe  in  a  favourable  dircélion,  particularly  on  the  beam  or  quarter.     To 

Z  -Q.  under- 


LAS  LEE 

undcrftand  this  more  clearly,  let  us  fiippofe  n  fliip  fteering  weft-,  then  the 
wind,  in  any  point  of  the  compafs  to  the  eaftward  of  the  fouth  or  north, 
may  be  called  Icrge^  unlefs  indeed  when  it  is  direfbly  caft,  and  then  it  is 
faid  to  be  right  aft. 

Sailing  Large,  (aller  vent  largue,  Fr.)  is  therefore  at'vancing  with  a  large 
wind,  fo  r.r  that  û\c  Jheets  are  fluckencd  and_/fffu7/.^,  and  the  bcivlines  entirely 
difiiicd.  This  phrafe  is  generally  oppofed  to  i'^iVmg  clofc-hraili-d,  or  with  a 
/cant  wind,  in  which  fituatioa  the  flitcts  and  bowlines  are  extended  as  much 
as  pofTible. 

LASHING,  {ligne  d'amarrage,  Fr.)  a  piece  of  rope  employed  to  faften 
or  feciire  any  moveable  body  in  a  fliip,  or  about  her  mafts,  fails,  and  rig- 
ging :  alfo  the  aft  of  fallening  or  fecuring  any  thing  by  means  of  the  rope 
ufed  for  this  piirpofc. 

LATIiEN-SAIL,  a  long  triangular  fail  extended  by  a  lateen-yard,  and 
frequently  ufed  by  xebecs,  polacres,  fettces,  and  other  vefiels  navigated  in 
the  Mediterranean  fea. 

LAYING  THE  Land,  in  navigation,  the  ftate  of  motion  which  incrcafes 
the  diftance  from  the  coaft,  fo  as  to  make  it  appear  lower  and  fmaller-,  "a 
circumftance  which  evidently  arifes  from  the  intervening  convexity  of  the 
furface  of  the  fea.  It  is  ufed  in  contradiftindtion  to  raiji^ig  the  land,  which 
is  produced  by  the  oppofite  motion  of  approach  towards  it. 

LEAK,  a  chink  or  breach  in  the  decks,  fides,  or  bottom  of  a  fhip, 
through  which  the  water  pafles  into  her  hull.  When  a  leak  firft  commences, 
the  vefll-l  is  faid  to  have  fprung  a  leak. 

LEAKY,  the  ftate  of  a  Ihip  when  abounding  with  leaks. 
LEDGES,  (harotins,  Fr.)  certain  fmall  pieces  of  timber  placed  athwart- 
JhipSy  under  the  decks  of  a  fliip,  in  the  intervals  between  the  beams,  as  ex- 
hibited in  the  reprefentation  of  the  deck,  plate  III. 

Ledge  is  alfo  a  long  ridge  of  rocks,  near  the  furface  of  the  fea. 
LEE,  an  epithet  ufed  by  feamen  to  diftinguifli  that  part  of  the  hemifphere 
to  which  the  wind  is  direfted,  from  the  other  part  whence  it  arifes  -,  which 
latter  is  accordingly  called  to  windward.  This  expreffion  is  chiefly  ufed  when 
the  wind  crofies  the  line  of  a  fhip's  courfe,  fo  that  all  on  one  fide  of  her  is 
called  to-windward,  and  all  on  the  oppofite  fide,  to-leeward  :  and  hence, 

Under  the  Lee,  implies  further  to  the  leeward,  or  further  from  that  part 
of  the  horizon  from  whence  the  wind  blows  -,  as. 

Under  the  Lee  of  the  foore  ;  i.  e.  at  a  fhort  diftance  from  the  fiiore  which 
lies  to  windward.  This  phrafe  is  commonly  underftood  to  exprefs  the  fitua- 
tion  of  a  vefl*el,  anchored,  or  failing  under  the  weather-fliore,  where  there 
is  always  fmoother  water,  and  Ids  danger  of  heavy  feas,  than  at  a  great 
diftance  from  it*. 

Lee-larches,  the  fudden  and  violent  rolls  which  a  ftiip  often  takes  to 
the  leeward  in  a  high  fea,  particularly  when  a  large  wave  ftrikes  her  on  the 
weather- fide. 

•  Milton  alludes  to  this  Ctuation,  in  his  fécond  book  of  ParaJi/e Lo/f  :  where, 

"  The  pilot  of  fome  fmall  night-founder'd  Ikiff, 

"  With  fixed  anchor 

"  Mcors  by  his  fide,  under  the  lee.". 

LîE- 


LEE  LEE 

Lee-side,  all  that  part  of  a  fiiip  or  boat  which  lies  between  the  maH:, 
and  the  fiJe  furtheit  from  the  direction  of  the  wind  -,  or  othcrwifc,  the  half 
ofafhip,  which  is  preffcd  down  towards  the  water  iw  the  effort  of  the 
fiils,  as  fcparated  from  the  other  half,  by  a  line  drawn  through  the  middle 
of  her  length.  That  part  of  the  (hip,  which  lies  to  windward  of  this  line, 
is  accordingly  called  the  weather-fide. 

I'hus  admit  a  fliip  to  be  failing  foiithward,  with  the  wind  at  eaft,  then 
is  her  (larboard,  or  right-fide,  the  lee-fide  ;  and  the  larboard,  or  left,  tlie 
v;ettther-fide. 

Leeward-ship,  a  vcflel  thr.t  falls  much  to  leeward  of  her  courfe,  when 
failing  clofe-hauled,  and  confcquently  lofes  much  ground. 

^0  Leeward,  towards  that  part  of  the  horizon  which  lies  under  tlie 
ke,  or  whither  the  wind  blowcth.  Thus,  "  We  fxw  a  fleet  under  the  lee," 
and,  "  We  faw  a  fleet  to  leeward,"  are  fynonymous  cxprcfnons. 

Lee-way,  is  the  lateral  movement  of  a  fhip  to-leeward  of  her  courfe,  or 
the  angle  which  the  line  of  her  way  makes  with  the  keel  when  (he  is  dofe- 
haukd.     Sec  that  article. 

This  movement  is  produced  by  the  mutual  effort  of  the  wind  and  fea 
upon  her  fide,  forcing  her  to  leeward  of  the  line  upon  which  fne  appears  to 
iail;   and  in  this  fituation  her  courfe  is  necefii"ar!!y  a  compound  of  the  two 
motions  by  which  (he  is  impelled,  of  which  the  one  preffes  forward,  ac- 
cording to  the  line  of  her  keel,  from  H  to  K,  fig.  5.  plate  V.  whilft  the 
other,  acting  in  the  line  B  A,  pufhes  her  to  leeward  of  the  courfe  from  B 
towards  A,  with  a  motion  which  is  ufually  in  proportion  to  the  force  of 
the  wind,  and  the  rate  of  her  velocity,  as  appears  by  the  following  theory. 
When  a  fiiip  is  clofe-hauled,  and  tiie  head-fails  are  in  perfcft  equilibrio 
■with  thofe  abaft,  the  refillance  of  the  water  from  A  to  15.  fig.  5.  plate  V. 
is  equal  to  the  impulfe  of  the  fiils,  whether  it  is  imprefTcd  upon  the  center 
of  gravity  H  of  the  fhip,  or  any  other  point  of  her  length  before  or  abaft 
it.     In  this  fituation,  the  fhip  will  as  readily  bear  away  as  come  nearer  to 
the  wind,  with  regard  to  the  refifl:ance  of  the  water  upon  her  bottom  on  one 
fide,  and  the  impulfion  of  the  wind  upon  the  fails  on  the  other.     But  it  muft 
be  obfervcd,  that  the  united  effort  of  the  iails  adls  upon  the  fiiip  according 
to  a  direction  B  A,  perpendicular  to  their  furfaces,  and  commencing  it's 
adion  in  fome  point  11,  being  the  mean  d  between  the  différent  effefts  CG, 
of  the  fails  crfore  and  abaft,  which  (hould  cxadlly  correfpond  with  the  re- 
fiftance  of  the  water  from  A  towards  B  -,  fo  that  the  velTel  is  pulhed  to  lee- 
ward of  the  courfe  I  K,  which  flie  ftccrs  in  the  direâiion  B  A  of  the  effort 
of  the  fails.     But  the  refinance  of  the  water,  aéling  upon  the  lee-fide  of 
her  bottom,  counterbalances  this  effort,  and  becomes  flronger,  in  propor- 
tion to  the  greater  facility  with  which  (he  divides  the  fluid  with  her  ftem; 
fo  that  fhe  will  really  advance  in  the  courfe  N  R,  which  lies  nearer  the  line 
of  her  keel  than  B  A.     Thus  the  angle  K  H  R  of  the  lee-way  is  propor- 
tional to  the  greater  or  lefs  refifliance  the  fhip  meets  with  from  the  fluid 
upon  her  Ice-fide,  refpeftively  with  her  greater  or  lefs  facility  of  dividing  it 
with  her  fore-part  ;  fo  that  the  lee-way  is  very  inconfiderablc,  except  when 

the 


LEE  LEE 

the  {hip  is  clofe-hauled,  and  is  accordingly  dilVegarded  whenever  the  wind 
is   large. 

This  dcmonftration  might  be  piiflicd  farther  by  a  fa6l  founded  on  daily 
experience,  which  proves  that  not  only  the  lee-way  depends  on  the  form  of 
the  veflel,  but  alio  the  degree  of  velocity  with  wliich  flie  advances  -,  and  per- 
haps never,   intircly,  upon  tlie  greater  or  Icfs  obliquity  of  the  fails  with  the 
keel,  as  fome  authors  have  pretended.     For  when  a  fwift-fiiling  fliip  is 
clofe-hauled,  with  all  her  fails  out,  in  a  very  light  wind,  and  fcarcely  having 
Jieerage--iuay,  the  lee-way  is   confidcrable  even   in  fmooth  water.     Tliis  is 
occafioned  by  the  tardy  motion  of  the  veffcl,  which   being  feebly  pufhed 
forward  cannot  imprels  the  water  with  a  forcible  efted:,  and  by  confcquence 
feels  no  refiftance  from  it,   but  is  accordingly  carried  with  facility  by  her 
fails,  in  the  direction  of  their  effort  B  A  :   and  if  we  confider  the  fituatioii 
of  the  iliip's  fide,  which  prefents  a  great  furface  of  fail  above  the  water,  it  ap- 
pears that  the  lec-way  will  become  yet  more  perpendicular  to  the  keel.   But 
when  the  wind  makes  a  forcible  imprefiion,  the  velocity  of  moving  forward 
is  confiderably  augmented  -,  the  Ihip  ftrikes  the  fluid  with  a  force,  expreflld 
by  the  fquare  of  two  or  three  leagues  of  fwiftncfs,  from  B  towards  A.  in  the 
fpace  of  an  hour,  whilft  the  water  repels  her  effort  in  a  contrary  direâiion. 
The  refiftance  of  the  water  is  then  in  the  ratio  of  this  fquare  to  the  fquare 
of  her  firft  velocity,  or  head-way  -,  and  in  this  Hate  will  not  re^idily  yield  to 
it's  effort.  The  lee-way  immediately  decreafes,  and  will  be  ftill  further  dimi- 
nifhed,  if  the  {hip's  courfe  is  accelerated.  If  then  at  the  moment  when  the  fhip 
advances  with  great  rapidity,  {he  bears  away  12  or  15  degrees,  or  even  two 
points,  without  altering  the  general  arrangement  of  her  fails,  their  obliquity 
remains  the  fame  ;  the  Ihip  therefore  ought  to  have  the  fame  lee-way,  ac- 
cording to  the  opinion  of  thoie  who  have  written  on  the  theory  of  I'ailing. 
The  velocity  is  augmented,  becaufe  the  fails  then  receive  the  wind  by  a 
greater  fine  of  incidence,  and  thereby  acquire  a  more  powerful  effort,  whilfl 
the  ihip's  head  is  always  {Iruck  by  the  water  in  the  lame  parts,  and  by  the 
fame  fine  of  incidence  ;  fo  that  the  lee-way  is  alfo  diminifhed,  becaule  the 
•water  refifts  more,  in  confequence  of  the  accelerated  fwiftnels  -,  and  becaufe 
the  refiftance  is  more  exerted  on  the  {hip's  fide  than  on  her  head,  which  is 
lefs  oppofed  to  it's  impulfion.     Hence  we  may  conclude,  that  the  lee-way 
of  a  {hip  does  not  entirely  depend  on  the  difpofition  of  her  fails  ;  that  it  is 
different  in  different  veffcls,  becaufe  they  are  neither  formed  alike,  nor  are 
their  lails  equally  trimmed  in  the  fame  oblique  courfes  :   and  finally,  becaufe 
they  have  always  a  different  velocity,  at  the  fame  time,  and  under  the  fame 
fail.    Thus  it  is  evident,  that  the  lee-way  is  always  compofed  of  the  fhip's 
comparative  velocity  ;  of  her  form,  which  gives  more  or  lels  proportional 
refiftance  upon  the  fide  than  on  the  fore-part  \  and  of  the  difpofition  of  her 
lails,  as  forming  a  greater  or  fmaller  obliquity  with  the  .keel.     See  alfo 
Close-hauled,  Drift,  and  Sailing. 

LEECHES,  {bords,  Fr.)  the  borders  or  edges  of  a  fail,  which  are  either 
floping  or  perpendicular.     Sec  Goring. 

The 


LEE  LIE 

The  leeches  of  all  fails,  whofe  tops  and  bottoms  are  parallel  to  the  deck. 
Or  at  right  angles  with  the  maft,  are  denominated  from  the  (hip's  fide,  and 
the  fail  to  which  they  belong  -,  as  the JlnrliOnyJ  letch  of  the  main-fail,  the  lee 
leech  of  the  fore-top-fail,  &c.  but  the  fails  which  are  fixed  obliquely  upon 
the  mafts,  have  their  leeches  named  from  their  fituation  with  rcfpcdi  to  the 
fhip's  length  ;  as  the  fore-leech  of  the  mizcn,  the  after-leech  of  the  jib,  or 
fore-ftay-fiiil,  &c. 

Leech-Lines,  {cargnes-bottline,  Fr.)  certain  ropes  fafi:ened  to  the  middle  of 
the  leeches  of  the  main-fail  and  fore-fail,  and  communicating  with  blocks  un- 
der the  oppofite  fides  of  the  top,  whence  they  pafs  downwards  to  the  deck, 
ferving  to  trufs  up  thofe  fails  to  the  yard,  as  occafion  requires.  See  Brails. 
Leech-rope,  {rclingue,  Fr.)  a  name  given  to  that  part  of  the  bolt-rope, 
to  which  the  border,  or  fl<irt  of  a  fail  is  fewed.  In  all  fails,  whofe  oppo- 
fite leeches  are  of  the  fiune  length,  it  is  terminated  above  by  the  earing, 
and  below  by  the  clue.      See  Bolt-rope,  Clue,  and  Earing. 

LENGTHENING,  the  operation  of  cutting  a  fiiip  down  acrofs  the  mid- 
dle, and  adding  a  certain  portion  to  her  length.  It  is  performed  by  fawing 
her  planks  afunder,  in  different  places  of  her  length,  on  each  fide  of  the  mid- 
fhip  frame,  to  prevent  her  from  being  weakened  too  much  in  one  place. 
The  two  ends  are  then  drawn  apart,  to  a  limited  diftance,  which  mult  be 
equal  to  the  propofcd  addition  of  length.  An  intermediate  piece  of  timber 
is  next  added  to  the  keel,  upon  which  a  fufficient  number  of  timbers  are 
ereifled,  to  fill  up  the  vacancy  produced  by  the  feparation.  The  two  parts 
of  the  kelfon  are  afterwards  united,  by  an  additional  piece  wliich  is  fcored 
down  upon  the  floor-timbers  ;  and  as  many  beams  as  may  be  necefTary  are 
fixed  acrofs  the  fliip  in  the  new  interval.  Finally,  the  planks  of  the  fide 
are  prolonged,  fo  as  to  unite  with  each  other,  and  thofe  of  the  ceiling  re- 
fitted in  the  fame  manner  ;  by  which  the  whole  procefs  is  completed. 

To  Let  /«,  {enclaver^  Fr.)  amongft  fhiprights,  is  to  fix  a  dim.inifhed 
part  of  one  plank,  or  piece  of  timber  into  a  vacancy,  formed  in  another 
for  this  purpofe.     See  Rabbit. 

LETTER  OF  MART,  a  commifilon  granted  by  the  lords  of  the  ad- 
miralty, or  by  the  vice-admiral  of  any  diftant  province,  to  the  commander 
of  a  inerchant-fhip,  or  privateer,  to  cruize  againft,  and  make  prizes  of, 
rhe  enemy's  fhips  and  vtlfcls,  either  at  fea,   or  in  their  harbours. 
To  LIE  along,  or  LIE  ortr.     See  the  article  Along. 
To  Lie  to.     See  Lying-to,  &c. 

LIEUTENANT  of  a  Jh:p  of  war,  the  officer  next  in  rank  and  power 
to  the  captain,  in  wliofe  abfcnce  he  is  accordingly  charged  with  tlie  com- 
mand of  the  fliip-,  as  alfo  the  execution  of  v,  hattver  orders  he  may  have  re- 
ceived from  the  com.mander  relating  to  the  king's  fervice. 

The  lieutenant,  who  commands  the  watch  at  fea,  keeps  a  lift  of  all  the 
officers  and  men  thereto  belonging,  in  order  to  muftcr  them,  when  he  judges 
it  expedient,  and  report  to  the  captain  the  names  of  thofe  who  are  abfenc 
from  their  duty.  During  the  night-watch,  he  occafionally  vifits  the  lower 
decks,  or  fends  thiihcr  a  careful  officer,  to  lee  that  the  proper  centincls  arc  ac 

their 


L     1     F  L     I     G 

tJicir  duly,  and  that  there  is  no  dilbrdcr  air.ongft  the  men  ;  no  tobacco 
Inioked  bL-tween  decks,  nor  any  Hrc  ur  candk's  burning  there,  except  the, 
lights  wliich  are  in  lanthorns,  under  the  care  of  a  proper  watch,  for  par- 
ticukir  purpofes.  He  isexpcfled  to  be  always  upon  deck  in  his  watch,  as 
well  to  give  the  necefTary  orders,  with  regard  to  ttimiiiiiig  the  fails  and  fu- 
perintending  the  navigation,  as  to  prevent  any  noiic  or  confuHon  -,  but  he 
is  never  to  change  the  fliip';}  coiirle  without  the  captain's  direflions,  unlefs 
to  avoid  an  imniediate  danger. 

The  lieutenant,  in  time  of  battle,  is  particularly  to  fee  that  all  the  men 
are  prefent  at  their  quarters,  where  they  have  been  previoufly  ftationed  ac- 
cording to  the  regulations  made  by  the  captain.  He  orders  and  exhorts 
them  every  where  to  perform  their  duty,  and  acquaints  the  captain  at  all 
other  times  of  the  mifbehaviour  of  any  perfons  in  tiie  iliip,  and  of  whatever 
elfe  concerns  the  fervice  or  difcipline. 

The  youngefl:  lieutenant  of  the  fliip,  who  is  alfo  ftilcd  lieutenant  at  arms, 
betides  his  common  duty,  is  particularly  ordered,  by  his  inftruftions,  to 
train  the  feamen  to  the  ufe  of  fmall  arms,  and  frequently  to  excrcife  and 
difcipline  them  therein,  ^accordingly  his  office,  in  time  of  battle,  is  chiefly 
to  tlireâ:  and  attend  them,  and  at  all  other  times  to  have  a  due  regard  to  the 
prefervation  of  the  fmall  arms,  that  they  be  not  loft  or  eml^ezzled,  and  that 
they  are  kept  clean  and  in  good  condition  for  fervice. 

LIFTS,  (balanciers,  Fr.)  certain  ropes,  defcen'ding  from  the  cap  and 
maft-head,  to  the  oppofite  extremities  of  the  yard  immediately  under-,  where, 
pafllng  through  a  block  or  pulley,  they  become  double.  They  are  ufed 
to  keep  the  yard  in  equilibrio  ;  or  to  pull  one  of  its  extremities  higher  than 
the  other  as  occafion  requires  ;  but  particularly  to  lupport  t!ie  weight  of  it, 
when  a  number  of  leamen  are  employed  thereon,  to  lurl  or  reef  \.\\c  fail. 

Tlie  lii'ts  of  the  top-fail-yards,  called  the  top-fail-lifts,  are  alfo  ufed  as 
fljeets  to  extend  the  bottom  of  the  top-gallant-fail  above. 
.    The  vards  are  faid  to  be   fquared  by  the  lifts,  when  they  hang  at  right 
angles  with  the  mall  ;  that  is  to  fay,  parallel  to  the  horizon,  when  the  veflel 
is  upright  upon  the  water. 

Topping-l^iVT.     See  Topping-Lift. 

LIGHT,  (lege,  Fr.)  in  the  fea-language  is  ufed  in  contradiftinftion  to 
laden.  A  fhip  is  accordingly  called  light,  either  when  fhe  has  no  cargo, 
or  when  flie  is  not  fufficiently  ballafted. 

LIGHTER,  (allege,  Fr.)  a  large,  open,  flat-bottomed  veflel,  generally 
managed  with  oars,  and  employed  to  carry  goods  to  or  from  a  flup  when 
ihe  is  to  be  laden  or  delivered.     See  the  article  Vessel. 

There  are  alfo  fome  lighters  furnifhed  with  a  deck  throughout  their  whole 
length,  in  order  to  contain  thofe  merchandizes,  which  would  be  damaged 
by  rainy  weather  :   thefe  are  ufually  called  clofe-lighters. 

LIGHl'-HOUSE,  (phare,  .tour  à  feu,  Fr.)  a  (ort  of  tower  erefted  upon 
a  cape  or  promontory  on  the  fea-coaft,  or  upon  fome  rock  in  the  fea,  and 
having  a  great  fire,  or  light  formed  by  candles,  upon  its  top,  in  the  night 
time,  which  isconftantly  attended  by  fome  careful  perfon,  lb  as  to  be  feen 

6  at 


L     I     G  LIN 

at  a  great  dlftance  from  the  land.  It  is  iifcd  to  direft  the  fliippijig  on  the 
coafl:,  as  tht-y  might  otherwile  run  afliore,  or  lleer  an  improper  coiufc,  when 
the  darknefs  of  the  night,  and  the  uncertainty  of  currents,  &c.  might  ren- 
der their  fituation,  with  regard  to  the  fliorc,  extremely  doubtful. 

LIGMT-ROOM,  (fanal  de  faute,  Fr.)  a  fmall  apartment,  inclofed  with 
glafs  windows,  near  the  magazine  of  a  fliip  of  war.  It  is  ufed  to  contain 
the  lights  by  which  the  gunner,  and  his  affiliants,  are  enabled  to  fill  the 
cartridges  with  powder,  to  be  ready  for  aftion. 

LIMBERS,  or  LIMBER-HOLES,  (parclojfes,  Fr.)  certain  fquare 
holes  cut  through  the  lower  parts  of  a  fliip's  floor-timbers,  very  near  the 
keel.  Being  difpoftd  in  a  line,  parallel  to  tlie  keel,  they  form  a  channel, 
which  communicates  witii  the  pumps  throughout  the  whole  length  of  the 
floor,  fo  that  the  water  which  enters  by  a  leak,  and  would  otherwife  be  in- 
tercepted by  the  timbers,  is  eafily  conveyed  to  the  well-room,  where  the 
pumps  are  fixed.  Every  floor-timber  has  two  limber-holes  cut  through  it, 
viz.  one  on  each  fide  of  the  kelfon. 

Limber-Boards,  fhort  pieces  of  plank,  v;hich  form  a  part  of  the  ceil- 
ing, or  lining  of  a  fliip's  floor,  clofe  to  the  kelfon,  and  immediately  above 
the  limbers.  I'hey  are  occafionally  removed,  when  it  becomes  neccflfary, 
to  examine,  or  clear  the  limber-holes  of  any  filth,  fand,  chips,  or  gravel', 
by  which  they  may  be  clogged,  fo  as  to  interrupt  tiie  paflTage  of  the  water, 
in  the  fliip's  floor,  to  the  pump-well. 

LiMBER-RopE,  a  long  rope,  frequently  retained  in  the  limber-holes  of  a 
jhip,  and  communicating  from  one  to  another,  in  order  to  clear  them  by 
pulling  the  rope  backwards  and  forwards,  fo  as  to  loofen  the  fand  or  dirt 
by  which  they  may  occafionally  be  choaked. 

LINE,  (ligne,  Fr.)  a  general  name  given  to  the  arrangement  or  order  in 
which  a  fleet  of  fliips  of  war  arc  difpofed  to  engage  an  enemy. 

'I'his  difpofition,  which  is  tiie  bell  calculated  for  the  operations  of  naval 
war,  is  formed  by  drawing  up  the  Iliips  in  a  long  file,  or  right  line,  pro- 
longed from  the  keel  of  the  hindmoft  to  that  of  the  foremoft,  and  paffing 
longitudinally  thrc/ugh  the  keels  of  all  the  others,  from  the  van  to  the  rear; 
fo  that  they  are,  according  to  the  fea-phrafe,  in  the  'ivake  of  each  other. 

In  the  line,  or  order  of  battle,  all  the  fliips  of  which  it  is  compofed  are 
clofe  hauled,  upon  the  fliarboard  or  larboard-tack,  about  50  fatlioms  diflant 
from  each  other.  See  plate  V.  fig.  6,  where  a  h  reprefents  the  elevation,  and 
A  B  the  plan  of  this  order,  upon  the  fl:arboard-tack  -,  the  direftion  of  the 
wind  in  both  being  exprefled  by  tiie  arrow  in  the  latter. 

A  fleet  is  more  particularly  drawn  up  in  the  line  when  in  prefence  of  an 
enemy.  It  ought  to  be  formed  in  fuch  a  manner  as  that  the  fliips  fliould 
mutually  fufl:ain  and  reinforce  each  other,  and  vet  preferve  a  fufRcient  fpaçe 
in  their  ft:acions,  to  -^ork  or  direct  their  movements  witli  facility  during 
the  adion.  Thus  they  will  be  enabled  efFedually  to  cannonade  the  enemy, 
without  incommoding  the  fliips  of  their  own  fquadron. 

The  lineclofe-hauled  is  peculiarly  chofen  as  the  order  of  battle,  becaufe 
if  the  fleet,  which  is  to  windward,  were  arranged  in  any  other  line,  the  enemy 

A  a  mijidit 


LIN  LIN 

inigiit  foon  gain  the  iveather-gage  of  it  ;  and  even  if  he  thinks  it  expedient 
to  decline  that  advantage,  it  will  yet  be  in  his  power  to  determine  the 
diftance  between  the  adverfe  fleets,  in  an  engagement,  and  to  compel  the 
other  to  aiflion.  The  fleet  to  leeward,  being  in  aline  clofe-hauled,  parallel 
to  the  enemy,  can  more  readily  avail  itfelf  of  a  change  of  the  wind,  or  of  the 
negle(5t  of  it's  adverfary,  by  which  it  may,  by  a  dextrous  management,  get  to 
windward  of  him  :  or;,  fliould  it  fail  in  this  attempt,  it  will  neverthelefs  be 
enabk-d,  by  the  favourable  (late  of  the  wind,  to  avoid  coming  to  adion,  if 
the  enemy  is  greatly  fuperior  ;  or  to  prevent  him  from  efcaping,  if  he  fhould 
attempt  it. 

Bdides  thefe  advantages,  this  order  of  battle  is  fingularly  convenient  and 
proper  in  other  refpefts.  The  fails  of  each  ihip  are  difpofed  in  fuch  a  man- 
ner as  to  counter-a(5i:  each  other,  fo  that  the  fliips  in  general  neither  advance 
nor  retreat  during  the  aftion.  By  this  circumftance  tî.ey  are  enabled  to  retain 
their  ftations  with  greater  liability,  and  to  profecuce  the  battle  with  vigour 
and  relblution,  yet  without  perplexity  and  difordcr.  The  uniformity  of  the 
line  will  be  prcferved,  fo  that  the  admiral's  orders  may  be  readily  com- 
municated by  fignals  from  the  van  to  the  rear.  Tiiediftrefs  of  any  parti- 
cular fhip,  that  is  dilabled  and  rendered  incapable  to  continue  the  aélion, 
will  be  prefcntly  difcovered,  and  her  place  accordingly  fupplicd  by  one  of 
the  fhips  in  referve.  The  circumllances  and  fituarion  of  the  enemy's  line 
will  be  ever  open  to  the  view  of  tiie  commander  in  chief,  fo  tiiat  he  may  be 
enabled  to  convert  any  difafter  that  may  happen  therein  to  his  own  advantage. 

It  may  be  allcdged  indeed,  that  the  fame  real'ons  hold  good  wicii  regard  to 
the  enemy,  to  whom  this  arrangement  will  be  equally  beneficial.  It  may 
alfo  be  obfcrved,  that  particular  occafions  have  rendered  it  necefl"ary  to 
break  the  order  of  the  line  -,  and  that  fometimes  this  expedient  has  been 
praclifed  with  equal  judgment  and  fuccefs.  To  tlie  firftof  thefe  allegations 
it  may  be  anfwered,  that  in  war  as  well  as  politics,  there  are  certain  general 
rules  abfolutely  ncceflîary  to  be  obferved  by  the  hoftile  powers:  rules  which 
are  founded  on  mutual  convenience,  and  authorifcd  by  the  invariable 
example  of  all  ages  !  Whatever  tends  to  facilitate  the  defigns  of  the  adverfe 
parties  on  each  other,  or  whatever  operates  to  fliorten  the  period  of  war, 
and  render  it  leis  dcilruftive  and  fatal,  are  objeds  which  ought  never  to  be 
difregarded.  Diforder  has  not  only  a  tendency  to  protraft  the  war,  but  to 
make  it  more  bloody  and  ruinous,  and  to  aggravate  all  the  calamities  with 
which  it  is  infeparably  attended.  Perhaps  this  obfervation  is  particularly 
applicable  to  our  prefent  purpofe,  unlefs  the  confequenccs  of  diforder  in  a 
fea-fight,  as  related  below,  Ihould  rather  be  confidered  as  the  creation  of 
fancy,  than  a  recital  of  facfts,  naturally  refulting  from  known  caufes.  Al- 
though peculiar  circumllances  have  fometimes,  by  their  fuccels,  juftified  the 
meafure  of  engaging  an  enemy's  fleet,  without  forming  the  line  ;  or  after  the 
line  has  been  feparated  ;  there  is  neverthelefs  very  few  operations  in  war  that 
require  greater  delicacy  and  vigilance,  if  the  hoftile  fleets  are  very  near  to  each 
other.  Perhaps  no  military  enterprize  can  be  attended  with  greater  hazard, 
or  with  fewer  hopes  of  fuccefs.  The  incelfant  fire  of  fo  large  an  afl'embly 
of  (hips  in  a  very  fhort  time  covers  the  fcene  of  adion  with  a  cloud  of 
6  fmokcj 


LIN  LIN 

fmoke,  which  is  conftantly  accumulating.  The  winds  that  enabled  the  two 
fleets  to  approach  each  other  are  ibon  become  extremely  fcvble,  or  perhaps 
perfeftly  lulled,  by  the  explofions  of  a  vigorous  cannonade:  theyareofcourfe 
incapable  any  longer  to  diiïipatc  the  fmoke,  which  then  darkens  the  air,  and  is 
almoft  impenetrable  to  the  eye.  If  in  this  fituation  the  hoftile  fhips  are 
promifcuouily  fcattered  amongfl:  each  other,  it  is  eafy  to  foretel  the  mif- 
chief,  perplexity,  and  dillraftion,  to  which  the  whole  will  be  inevitably  ex- 
pofed.  Not  only  is  the  moll  comprehenfive  fl<.ill  of  the  commander  in  chief 
rendered  ufelcfs;  the  fmallcr  fiiips,  abandoned  to  their  ill  fortune,  may  be 
torn  to  pieces  by  fupcrior  force,  without  relief  or  fuccour  :  and,  what  is  in- 
finitely worfe  than  all,  thefliips  of  the  fame  fleet  may  cannonade  each  other, 
with  all  the  refolution  and  fpirit  which  they  exert  againfl:  their  enemies  ! 
If  the  defign  of  war  is  conqucR",  and  not  mafllicre,  it  is  thus  totally  per- 
verted !  The  battle,  inftead  of  being  brought  to  a  fpcedy  iflue,  and  decided 
by  a  viftory  and  defeat,  is  unhappily  protrafted  into  a  fcene  of  ûaughter 
and  ruin,  equally  fatal  and  undecifive  to  both  parties. 

If  then  difordcr  antl  confufion  are  fraught  with  fuch  dangerous  confe- 
quences  in  a  naval  armament,  it  is  no  lefs  certain  thjt  the  principal  finews  of 
it's  ftrength  are  difcipline,  regularity,  vigilance,  and  activity.  It  has  been 
already  remarked,  that  the  lliips  of  the  line  fliould  be  fufficiently  clofe,  to 
fufl:ain  each  other;  for  if  they  are  further  apart  than  thofe  of  the  enemy's  line, 
many  fmgle  fhips  will  fufter  the  fire  of  two  at  once.  Hence  the  fleet  is 
rendered  inferior  to  that  of  the  enemy,  at  the  onfet  of  battle  -,  a  circum- 
ftance  which  evinces  the  fuperiority  of  larger  fiiips,  accompanied  with 
weightier  metal!  the  enemy  is  defeated  by  the  efforts  of  a  more  numerous 
and  more  powerful  artillery. 

Befides  thefe  advantages,  the  larger  fiiips  are  in  other  refpefts  highly  pre- 
ferable in  a  line  of  battle.  They  overlook  thofe  of  an  inferior  rate,  which 
are  accordingly  laid  open  to  the  fire  of  their  mufquetry.  In  a  high  lea 
they  can  more  fafely  employ  the  artillery  of  their  lower  deck  than  a  fmallcr 
fliip;  and  if  both  are  obliged  to  fiiut  their  lower  deck  ports,  the  advantage 
of  the  three-decked  fliips,  with  regard  to  their  cannon,  will  yet  be  confi- 
derablc:  they  have  three  tier  againlt  two,  and  two  againfl:  one.  The  fame 
fuperiority  fubfifis,  in  cafe  they  are  difmafi:cd,  when  the  upper-deck  is  en- 
cumbered with  the  ruins. 

The  large  fiiips,  being  higher  helwecn-decks,  are  lefs  incommoded  witli 
the  fmoke;  and  their  cannon  is  managed  with  greater  facility. 

The  large  fiiips,  having  greater  folidity  of  frame,  are  better  calculated  to 
refifl:  the  effeéls  of  battle  and  tcmpefi'.  In  general  alfo,  they  fail  better  than 
the  fmall  ones,  except  in  fine  weather  ;  for  in  a  frefli  wind,  when  the  fea 
becomes  agitated,  they  have  always  the  fuperiority. 

The  fire-fiiips  do  not  fucceed  fo  well  againfi  large  fiiips  as  the  fmaller  ones  : 
the  artillery  will  fink  them,  or  oblige  them  fooner  to  relinquifii  their  de- 
fign ;  and  they  are  eafily  tcu-'ed  away  by  the  great  long-boats. 

I'he  line  of  a  fleet,  which  has  abundance  of  capital  fiiips,  need  not  be** 
fo  much  indofcd  as  that  of  an  enemy  wlio  has  fewer.    The  former  may  be 
alfo  lefs  numerous,  without  being  weaker. 

A  a  2  An 


LIN  LIN 

An  open  line  will,  on  many  occafions,  work  more  eafily  than  one  which 
is  more  inclofed  >  and  if  it  is  lefs  numerous,  the  movements  thereof  are  more 
expeditious  -,  the  fignals  better  attended  to-,  the  general  order  morecxaftly 
preferved  -,  and  the  fhips  lefs  liable  to  be  feparated.  Hence  it  will  be  lefs 
cmbarrafTed  by  a  change  of  wind,  and  the  order  will  be  fooner  re-eftabliflicd, 
A  lefs  numerous  line  will  more  readily  approach  or  efcape  from  an  ene- 
my, or  a  hoftile  Ihore  -,  and,  finally,  when  cruizing  in  a  fmallcr  Ipace,  it 
will  not  be  fo  much  contrafted. 

From  the  preceding  reflcftions  it  refults,  that  the  line,  which  contains 
more  capital  fliips,  will  be  ftronger  than  one  more  numerous,  if  compofed  of 
fmaller  fliips.  This  reflection  however  does  not  exclude  a  certain  number 
of  the  third  and  fourth  raWs,  which  are  ncceffary  in  all  naval  armaments*. 
As  the  hoftile  fleets  are  drawn  up  in  two  oppofite  lines,  with  their  fides 
to  the  wind,  it  is  evident  that  one  muft  be  to  the  leeward  of  the  other,  as 
appears  in  fig.  8.  plate  V.  Both  ficuations  however  have  their  defctSls  as 
well  as  advantages. 

The  advantages  of  a  weather-line  are  generally,  that  it  may  approach  the 
enemy  fo  as  ro  determine  the  time  and  diftance  of  action.  It  it  is  more 
numerous  than  the  lee-line,  it  may  eafily  appoint  a  detachment  to  fall  upon 
the  van  and  rear  of  the  latter,  and  inclofe  it  between  two  fires.  It  is  little 
incommoded  by  the  fire  or  fmo'ce  of  the  cannon,  and  may  difpatch  the  fire- 
Ihips,  under  cover  of  the  fmoke,  upon  the  difabled  fliips  of  the  lee-line; 
or  wherefoevcr  they  may  occafion  perplexity  and  difordcr,  by  obliging  the 
enemy  to  break  tlie  line  and  k^r  azvay. 

The  weather-line  has  neverthelefs  it's  defefts,  which  fometimes  counter- 
balance the  advantages  above  recited.  If  the  fea  is  rough,  and  the  wind 
boifterous,  it  cannot  readily  fight  with  the  lower-deck  battery.  It  cannot 
decline  the  adtion,  without  the  dangerous  expedient  of  forcing  through  the 
enemy's  line  :  and  if  it  keeps  the  ivifid,  the  lee-line  may  inclofe,  and  totally 
dcftroy  it,  efpecially  if  it  is  inferior  in  number  to  the  latter  ;  or  if  the  fhips 
thereof  are  in  bad  condition  ;  for  it  then  can  find  no  other  refource  but  in 
the  dexterity  of  it's  manoeuvres,  unlefs  it  is  favoured  by  the  wind,  or  any 
overfight  of  the  enemy.  The  difabled  fhips  of  the  weather- line  muft  tack, 
to  avoid  falling  into  the  enemy's  fleet  -,  and  if  they  are  much  fhattered,  they 
may  be  altogether  feparated  from  their  own  fleet,  particularly  if  they  are 
in  the  rear  of  the  line.  *- 

The  line  to  leeward  has  alfo  it's  advantages,  which  have  occafionally  been 
preferred  to  thofe  of  the  weather-line.  The  fliips  of  the  former  may  ule 
the  guns  of  their  lower  decks,  without  the  hazard  of  taking  in  much  v/ater 
at  the  ports  in  ftormy  weather  ;  whereas  the  line  to  windward  dare  not  open 
them,  without  the  greateft  danger.  If  the  lee-line,  although  more  numerous, 
cannot  fo  eafily  douMe  upon  the  van  and  rear  of  the  enemy,  and  inclofe  them 
between  two  fires,  it  may  neverthelefs  have  opportunities  of  tacking,  and 
cvttipg  oflf  a  part  of  the  enemy's  rear,  by  obliging  them  to  bear  away,  or 

'  De  Morogues,  Ta£\iqiic  Navale. 

feparate 


LIN  LIN 

feparate  from  the  rcil.  The  difablcd  niip<>  to  leeward  are  much  more  rea- 
dily removed  from  the  line  than  thofe  to  windward,  witliout  being  obliged 
to  tack  and  continue  cxpofed  to  the  enemy's  fire  :  they  bear  away,  and 
remain  at  a  competent  dilhince  from  the  fleet  in  a  ftate  of  fafety.  Finally, 
the  lee-line  can  with  more  facility  avoid  the  aftion  than  it's  adverfary  ;  a 
circumftance  which  is  extremely  favourable  to  an  inferior  fquadron. 

The  defects  of  the  lee-line,  on  the  contrary,  are,  that  it  cannot  decide 
the  time  and  diftance  of  the  battle,  which  may  comm.ence  before  it  is  fuffi- 
ciently  formed  ;  and  it  v/ill  perhaps  be  attacked  by  an  enemy,  who  bears 
away  upon  it  in  regular  order.  The  fire  and  fmokcof  the  weather-line  are 
a  great  inconvenience  to  it  -,  and  it  cannot  eafily  break  the  enemy's  line 
with  it's  fire-fliips,  which  are  very  (lowly  and  with  great  difficulty  con- 
veyed to  windward. 

It  muft  be  remarked,  that  the  admiral's  fliip  attentively  preferves  her 
rt;ation  in  the  center  of  the  line  -,  for  if  the  commander  in  chief  fliould  give 
way  to  the  caprice  or  inattention  of  any  of  thofe  under  his  direction,  it 
would  introduce  an  endleis  diforder  into  the  fc]undron. 

To  illuilrate  this  article,  and  enable  the  reader  to  form  a  clearer  idea  of 
the  line,  we  have,  iji  plate  V.  reprefented  feveral  diftinift  views,  according 
to  the  different  fituations  which  it  occafionally  alTumes. 

Fig.  7.  exhibits  a  peifpeftive  view  of  the  line  of  battle  on  the  ftarboard- 
tack,  A  B  being  the  plan  thereof. 

Fig.  8.  rt,  reprefents  the  profile  of  the  fame  line  on  the  ftarboard-tack,  as 
brought  to  aftion  by  the  oppofite  line  b.  The  plan  of  thefe  fquadrons, 
A  B,  appears  immediately  below. 

It  is  ncceflary  to  remark  here,  that  a  fleet  frequently  retains  the  order 
of  the  fame  tack,  occafionally,  when  the  whole  fleet  goes  about  at  once,  as 
expreflcd  by  a,  fig.  9.  of  which  A  is  the  plan.  Or  it  goes  about  gra- 
dually, the  headmoll  (nip  having  tacked  firll,  and  the  next  tacked  as  loon 
as  (he  arrived  in  her  wake  :  the  reil  following  the  fame  example.  See  c, 
fig.  7.  and  C  in  the  plan  of  the  fame  figure. 

It  alfo  frequently  preferves  the  order  of  the  line  clofe-hauled,  although 
(leering  with  a  large  wind,  either  in  purfuit  of  a  flying  enemy,  or  proceeding 
in  a  particular  courfe.  Thus  the  fleet  b,  fig.  10.  although  ranged  lb  as  to 
be  in  a  line  upon  the  larboard-tack,  if  clofe  to  the  wind,  is  chafing  the 
fleet  a  to  leeward,  which  is  either  parallel  to  the  former  and  preferving  the 
fame  order,  or  fails  on  a  line  abrealt,  as  exprelletl  by  the  plan  C.  See  alio 
the  article  Abreast. 

Fig.  1 1  exhibits  a  fleet  formed  into  a  line,  on  the  ilarboard-tack,  bearing 
away  upon  the  continuation  of  the  fame  line  aftcrn.  1  hus  fuppofingtheni 
to  be  formed  on  the  ftarboard-tack,  and  failing  due  north,  in  a  line  ahead  ;  it 
is  evident  that  every  Hiip,  at  one  and  the  lame  time,  bears  away  and  fteers 
fouth,  the  whole  fleet  will  again  be  upon  a  line  ah.cad,  with  the  wind  upoa 
the  larboard-quarter,  as  exprefled  in  this  figure,  and  in  the  plan  under  it. 

Fig.  1 2  reprefents  a  fleet  bearing  away,  and  having  half  of  it's  Hiips  ranged 
on  the  ll.irboard-tack,  and  the  other  half  on  the  larbourd-tack,  fo  as  to  form 

the 


LIN  LOG 

the  two  fides  of  the  angle  b  c  a,  of  which  the  commander  in  chief  a  makes 
the  central  point.  This  dil'polition  is  fomctimes  ufcd  to  force  through  a 
pafiage  wliich  is  guarded  by  an  enemy.  See  alio  the  plan  thereof,  A  B  C 
below,  where  it  is  evident  that  the  admiral  is  the  foremoll  fliip,  whilll  bear- 
ing away,  althovigh  Ihe  would  be  the  laft  in  both  lines,  if  they  were  clofe- 
hauled. 

Fig.  13  exprcfles  the  order  of  retreat,  which  is  frequently  praftifcd  by  the 
French,  and  is  direftly  the  reverfe  of  this  ;  becaufe  the  angular  point  is 
iurtheft  to  leeward  in  the  tormer,  whereas  it  is  to  windward  of  both  lines  in 
the  latter;  being  alfo  the  headmofl:  of  both,  when  clofe-haulcd,  although 
the  ftcrnmoll  fliip  while  tliey  are  bearing  away. 

In  an  engagement,  the  fliips  are  generally  brought  to,  with  the  main  top- 
fails  laid  aback,  and  their  fore-top-fails  full,  for  the  purpofe  of  bearing 
away  more  readily,  when  occafion  requires.  This  difpofition  of  the  fails 
is  reprefented  in  fig.  13.  plate  III.      See  alfo  Lying-to. 

The  line  is  faid  to  be  formed  abreaft,  when  the  ftiips  fides  are  all  parallel 
to  each  other,  on  a  line  which  crolTes  their  keels  at  right  angles.  This  is 
more  frequently  ufed  in  purfuing  or  retreating,  with  the  wind  right  aft,  fo 
that  the  line  forms  a  perpendicular  with  the  diredtion  of  the  wind,  as  ex- 
hibited by  the  lliips  C,  in  the  plan  annexed  to  fig.  10. 

Line  is  alfo  a  name  given  to  feveral  fmall  cords,  of  different  fizes,  and 
ufed  for  various  purpofes  at  fea  ;  as  houfe-line,  marline,  rattling-line, 
&c.     See  thofe  articles. 

LINTSTOCK,  {baton  à  meche,  or  bouteffu,  Fr.)  a  ftaff"  about  three  feet 
long,  having  a  fliarp  point  at  one  end,  and  a  fort  of  fork  or  crotch  on  the 
other  -,  the  latter  of  which  ferves  to  contain  a  lighted  match,  and  by  the 
former  the  lintftock  is  occafionally  ihick  in  the  deck,  in  an  upright  po- 
lition.  It  is  frequently  uied  in  fmall  vefTels,  in  an  engagement,  where 
there  is  commonly  one  fixed  between  every  two  guns,  by  which  the  match 
is  always  kept  dry  and  ready  for  firing. 

LOADING.     See  the  articles  Cargo  and  Lading. 

.^/&(?/-LOCKER.     See  Garland. 

LOG,  a  machine  ufed  to  meafure  the  (hip's  head-way,  or  the  rate  of  her 
velocity  as  flie  advances  through  the  lea.  It  is  compofed  of  a  reel  and  line, 
to  which  is  fixed  a  fmall  piece  of  wood,  forming  the  quadrant  of  a  circle. 
The  term  log  however  is  more  particularly  applied  to  the  latter. 

The  log,  fig.  14,  plate  V.  is  generally  about  a  quarter  of  an  inch  thick,  and 
five  or  fix  inches  from  the  angular  point  a  to  the  circumference  b.  It  is  balan- 
ced by  a  thin  plate  of  lead,  nailed  upon  the  arch,  fo  as  to  fwim  perpendicular- 
ly in  the  water,  with  about  4  imprefl"ed  under  the  furfacc.  The  line  is  faften- 
ed  to  the  log  by  means  of  two  legs  a  and  b,  fig.  15,  one  of  which  pafll;s  thro' 
a  hole  a  at  the  corner,  and  is  knotted  on  the  oppofite  fide  -,  whilft  the  other  leg 
is  attached  to  the  arch  by  a  pin  b,  fixed  in  another  hole,  fo  as  to  draw  out 
occafionally.  By  thele  legs  the  log  is  hung  in  equilibrio,  and  the  line,  which 
is  united  to  it,  is  divided  into  certain  fpaces,  which  are  in  proportion  to  an 

equal 


LOG  LOG 

equal  number  of  geographical  miles,  as  a  half  minute  or  quarter  minute  is 
to  an  hour  of  time. 

This  inftrument  is  employed  to  meafure  the  fl-sip's  coorfc  in  the  following 
manner:  The  reel,  fig.  i6,  about  \vhicli  the  log-line  is  wound,  being  held 
by  one  man,  and  the  half-minute  glafs  by  another,  the  mate  of  the  warch 
at  the  fame  time  fixes  the  pin,  and  throws  the  log  over  tlie  ftern,  whicii, 
fwimming  perpendicularly  in  the  fca,  feels  an  immediate  refinance  as  the 
fhip  advances.  I'o  prevent  the  pin  trom  being  drawn  by  the  effort  of  this 
refiitance,  the  perfon  who  lieaves  the  log  continually  flackens  the  line  over 
the  ftern,  or  quarter,  fo  that  it  becomes  almoft  ftreigiit  on  the  water,  and 
the  log  continues  nearly  in  the  fame  place  where  it  hill  alighted,  and  is  con- 
fidered  as  fixed  therein.  The  knots  are  meafured  from  a  mark  faftened  at 
the  diftance  of  12  or  15  fathoms  from  the  log  ;  the  glafs  is  therefore  turned 
at  the  inftant  when  this  mark  pafies  over  the  ftern,  and  as  foon  as  the  glafs 
runs  out,  the  line  is  accordingly  Hopped  ;  when  the  water,  acting  forcibly 
on  the  furface  of  the  log,  immediately  diflodges  the  pin,  fo  that  the  log, 
no  longer  refitting  the  effort  of  the  water,  is  eafily  drawn  aboard.  The 
degree  of  the  fhip's  velocity  is  then  readily  determined,  by  examining  the 
number  of  knots  neareft  to  that  part  of  the  line,  where  it  was  flopped  at  the 
expiration  of  tlie  glafs,  as  the  knots  increafe  in  their  natural  order  from  the 
mark  above-mentioned.  The  fpace  comprehended  between  that  mark  and 
the  log  is  ufed  to  let  the  latter  be  far  enough  aftern,  to  be  out  of  the  eddy 
of  the  (hip's  zvuke  when  the  glafs  is  turned. 

If  the  glafs  runs  thirty  féconds,  the  diilance  between  the  knots  fliouki 
be  fifty  feet.  "When  it  runs  more  or  lefs,  it  fliould  therefore  be  correded 
by  the  following  analogy  :  As  30  is  to  50,  fo  is  the  luniiber  of  féconds  of 
the  glafs  to  the  diilance  between  the  knots  upon  the  line.  As  the  heat  or 
moilture  of  the  weather  has  often  a  confiderable  effeft  on  the  glafs,  fo  as 
to  make  it  run  flov^er  or  fafter,  it  iliould  be  frequently  tried  by  the  vibra- 
tions of  a  pendulum.  The  line,  being  alfo  liable  to  relax  or  fhrink  from 
the  fame  caufe,  ought  likewife  to  be  meafured,  as  occafion  requires. 

It  is  ufual  to  heave  the  log  once  every  hour  in  fliips  of  war  and  Eaft- 
Indiamen;  and  in  all  other  vefiels,  once  in  two  hours;  and  if  at  any  time 
of  the  watch,  the  wind  has  increafed  or  abated  in  the  intervals,  fo  as  to  affedt 
the  fh'p's  velocity,  the  officer  generally  makes  a  fuitable  allowance  for  it, 
at  the  clofe  of  the  watch. 

LOG-BOARD,  a  fort  of  table,  divided  into  fevcral  columns,  containing 
the  hours  of  the  day  and  night,  the  diret'iion  of  tiie  winds,  thecourfeof  tiie 
fhip,  and  all  the  material  occurrences  that  happen  during  the  twenty-four 
hours,  or  from  noon  to  noon  ;  together  wich  the  latitude  b)  obfervation. 
From  this  table  the  different  officers  of  the  Ihip  arc  furnilhed  with  mate- 
rials to  compile  their  jciirnals,  wherein  they  likewife  infe\t  whatever  may 
have  been  omitted  -,  or  rejeét  what  may  appear  fuperfluous  in  the  log- 
board.     See  the  article  Journal. 

Log-book,  a  book  into  which  the  contents  of  the  log-board  is  daily 
copied  at  noon,  together  with  every  circumftancc  defcrving  notice,  that  may 

h.ippen 


L     O     N  L     U     F 

happen  to  the  fliip,  or  within  her  cognizance,  cither  at  fea  or  in  a  harbour, 
Sec.  The  intermediate  divifions  or  watches  of  the  log-book,  containing 
four  hours  each,  are  ufually  figned  by  the  commanding  ofRcer  thereof,  in 
(hips  of  war  or  Eaft-Indiamen. 

LONG-BOAT,  {double-chahupc,  or  barque  longue,  Fr.)  the  largeft  and 
ftrongeft  boat  belonging  to  any  fliip.  It  is  principally  employed  to  carry 
great  burthens,  as  anchors,  cables,   ballad,  &c.     Sec  the  article  Boat. 

L,OOF,  the  after-part  of  a  Ihip's  bow  -,  or  that  part  of  her  fide  forward 
where  the  planks  begin  to  be  incurvated  into  an  arch,  as  they  appioach  the 
Jiem. 

LOOK-OUT,  découverte,  Fr.)  a  watchful  attention  to  fome  important 
objeft,  or  event,  which  is  expefted  to  arife  from  the  prefcnt  fituation  of  a 
fliip,  &c.  It  is  principally  ufed  in  navigation,  when  there  is  a  probability 
of  danger  from  the  real  or  fuppofed  proximity  of  land,  rocks,  enemies, 
and,  in  fliort,  whatever  peril  flie  may  encounter,  through  inattention,  which 
might  otherwife  have  been  avoided  by  a  priuknt  and  neceflary  vigilance. 

There  is  always  a  look-out  kept  on  a  lliip's  forecaftle  at  fea,  to  watch  for 
any  dangerous  objeds  lying  near  her  track,  and  to  which  flie  makes  a  gra- 
dual approach  as  Ihe  advances  :  the  mate  of  the  watch  accordingly  calls 
often  from  the  quarter-deck,  "  Look  out  afore  there  !"  to  the  perlons  ap- 
pointed to  this  fcrvice. 

LOOMING,  an  indiftinft  appearance  of  any  diftant  object,  as  the 
fea-coaft,  fliips,  mountains,  &c.  as,  "  flie  looms  large  afore  the  wind  ; 
the  looming  of  the  land  is  high  above  the  water,"  &c. 

LOOP-HOLES,  {meurtrières,  Fr.)  certain  fmall  apertures,  formed  in 
the  bulk-heads  and  other  parts  of  a  merchant-Ihip,  through  v/hich  the  fmall 
arms  are  fired  on  an  enemy  who  boards  her. 

To  LOOSE,  {déferler,  Fr.)  to  unfurl  or  caft  loofe  any  fail,  in  order  to 
hcfet,  or  dried,  after  rainy  weather. 

LOST,  {pafsé,  Fr.)  the  Hate  of  being  foundered  or  caft  av/ay  ;  exprefied 
of  a  fliip  when  flie  has  either  funk  at  fea,  or  ftriick  upon  a  rock,  fhelf, 
or  lee-Hiore,  where  ilie  has  beat  to  pieces  by  the  violence  of  the  fea. 

LOW-WATER,  that  ftate  of  the  tide,  in  which  the  reflux  has  fallen 
to  it's  greatefl;  deprefllon  from  the  fea-coalts,  or  rivers  of  any  country. 
See  the  article  Tide. 

fTi?  LOWER,  {amener,  Fr.)  to  eafe  down  gradually,  exprefled  of  fome 
weighty  body,  which  is  fufpended  by  tackles,  ©r  other  ropes,  which,  being 
ilackened,  fuffer  the  faid  body  to  defcend  as  flowly  or  expeditioufly  as  the 
occafion  requires.     Hence 

Lower  handfomely!  and  lower  cheerly  I  are  oppofed  to  each  other,  the 
former  being  the  order  to  lower  gradually,  and  the  latter  to  lower  expedi- 
tioufly. 

LUFF,  {lof,  Fr.)  the  order  from  the  pilot  to  the  fl:eerfman  to  put  the 
helm  towards  the  fe-fide  of  the  fliip,  in  order  to  make  the  fliip  fail  nearer 
the  direftion  of  the  wind.     Hence,  luff  round,  or  luff  alee,  {^envoie  lof 

6  tOUty 


L     U     F  L     Y     I 

tout,  Fr.)  the  excefs  of  this  movement,  by  which  it  is  intended  to  throw 
the  fhip's  head  up  in  the  wind,   in  order  to  tack  her,  &c. 

A  fliip  is  accordingly  faid  to  fpring  her  lufF,  (faire  tine  olofée,  Fr.)  when 
fhe  yields  to  the  effort  of  the  helm,  by  failing  nearer  to  the  line  of  the  wind 
than  fhe  had  done  before.     See  aUo  Hauling  the  zvind,  and  Stkering. 

Luff-Tackle,  a  name  given  by  failors  to  any  large  tackle  that  is  not 
deftined  for  a  particular  place,  but  may  be  varioufly  employed  as  occafion 
requires.  It  is  generally  fomewhat  larger  than  the  jrgger-iackle,  although 
fmaller  than  thole  which  ferve  to  hoift  the  heavier  materials  into  and  out 
of  the  veflel  :  which  latter  are  tlie  main  and  fore-tackles,  the  ftay  and 
quarter-tackles,  &c. 

LUG-SAIL,  treou,  Fr.)  a  fquare  fail,  hoifted  occafionally  on  the  maft 
of  a  boat,  or  fmall  veffel,  upon  a  yard  which  hangs  nearly  at  right  angles 
with  the  maft.  Thefe  are  more  particularly  ufed  in  the  barca  longas,  na- 
vigated by  the  Spaniards  in  the  Mediterranean. 

LYING-TO,  or  Lving-bv,  {enpanne,  Fr.)  the  fituation  of  a  ftiip  when 
fhe  is  retarded  in  her  courfe,  by  arranging  the  fails  in  fuch  a  manner  as  to 
counteraift  each  other  with  nearly  an  equal  effort,  and  render  the  fliip  al- 
moft  immoveable,  with  refpect  to  her  progreffive  motion,  or  head-v-ay.  A 
Ihip  is  ufually  byought-to  by  the  main  and  fore-top-fails,  one  of  which  is 
laid  ciback^  whilft  the  other  is  full  ;  fo  that  the  latter  pufhes  the  fliip  for- 
ward, whilft  the  former  refifts  this  impulfe,  by  forcing  her  aftcrn.  This 
is  particularly  praftifed  in  a  general  engagement,  when  the  hoftile  fleets 
are  drawn  up  in  two  lines  of  battle  oppofite  each  other.  It  is  alfo  ufed  to 
wait  for  fome  other  fliip,  either  approaching  or  expefted  -,  or  to  avoid  pur- 
fuing  a  dangerous  courfe,  efpccially  in  dark  or  foggy  weather,  &c. 

LyiNG-TO  in  ajlorm.     See  the  ar:icle  Trying. 


r.  b  M. 


MAG  MAL 


M. 


MAGAZINE,  'Joute  au  poudres,  Fr.)  a  clofe  room  or  ftore-hoiifc, 
built  in  the  fore,  or  after-part  of  a  fliip's  hold,  to  contain  the  gun- 
powder ufcd  in  battle,  &c.  This  apartment  is  ftrongly  fecured  againft 
fire,  and  no  pcrfon  is  fufFered  to  enter  it  with  a  lamp  or  candle  :  it  is 
therefore  lighted,  as  occafion  requires,  by  means  of  the  candles  or  lamps 
■which  are  fixed  in  the  light-room  contiguous  to  it.  See  that  article. 
MAGNET.     See  the  article  Compass. 

MAIN,  an  epithet  ufually  applied  by  failors  to  whatever  is  principal, 
as  oppofed  to  what  is  inferior  or  fecondary.  Thus  the  main  land  is  ufed 
in  contradiftindlion  to  an  ifland  or  peninfula;  and  the  main-maft,  the 
main-wale,  the  main-keel,  and  the  main-hatchway,  are  in  like  manner 
diftinguilhed  from  the  fore  and  mizen-mafts,  the  channel-wales,  the  falfe-. 
keel,  and  the  fore  and  after-hatchways,  &c. 

As  the  fails,  yards,  and  rigging  of  the  main-maft,  are  all  defcribed  in 

their  proper  places,  namely,  under  thofe  particular  articles,  to  which  the 

reader  is  referred,  it  will  be  unneceffary  to  fay  any  thing  further  of  them  here. 

To  MAKE,  is  varioufly  applied,  in  the  fea-language,  to  the  land,  to  the 

fails,  to  the  fhip's  courfe,  &c. 

To  Make  a  good  board.     See  the  article  Board. 

To  Make  the  land,  {découvrir,  Fr.)  is  to  difcover  it  from  a  diftant  fitua- 
tion,  in  confequence  of  approaching  it  after  a  fea-voyage  :  as,  "  In  your 
*'  pafiage  to  cape  Tiburon,  it  will  be  necefiary  to  make  Turk's  Ifland." 

To  Makz  fail,  (faire plus  dévoiles,  Fr.)  is  to  increafe  the  quantity  of  fail 
already  extended,  either  by  letting  out  the  reefs,  and  by  hoilling  an  addi- 
tional number  of  fmall  fails,  or  by  performing  either  of  thofe  exercifes  fe- 
parately. 

To  Make  Jlermvay,  {aller  en  arrière,  Fr.)  is  to  retreat  or  move  with  the 
Hern  foremoft. 

To  Make  water,  (faire  eau,  Fr.)  ufually  fignifies  to  leak,  unlefs  when 
the  epithet  foul  is  added  thereto.  A  fliip  is  laid  to  make  foul  water,  when 
running  in  iliallow  water,  her  keel  difturbs  and  loofens  the  mud  or  ooze, 
lying  at  the  bottom  thereof, 

MALLET,  a  fort  of  wooden  hammer,  of  which  there  arc  feveral  forts, 
ufed  for  different  purpofes  on  fhip-board,  as  the 

Caulking-M. ALLV.T,  an  implement  chiefly  employed  to  drive  the  oakum 
into  the  fcaî^fis  of  a  ihip,  where  the  edges  of  the  planks  are  joined  to  each, 
other  in  the  fides,  decks,  or  bottonq. 

5  TJie 


MAN  MAR 

The  head  of  this  mallet  is  long  and  cylindrical,  being  hooped  with  iron 
to  ])revent  it  from  fplitting  in  the  exercifc  of  caulking. 

Serving-M A LLET,  a  mallet  uitd  m  fcrving  the  rigging,  by  binding  the 
fpvin-yarn  more  firmly  about  it,  than  could  poiïibly  be  done  by  handj 
which  is  performed  in  the  following  manner:  two  or  three  turns  of  the 
fpun-yarn,  which  has  been  previouOy  roiled  up  in  a  large  bill,  or  clue, 
are  pafTed  about  the  rope  and  about  the  body  of  the  mallet,  which  for  this 
purpofe  is  furnifhed  with  around  ch.mnel  in  it's  furfacc,  that  conforms  to 
the  convexity  of  the  rope  intended  to  be  ferved.  TliC  turns  of  the  Ipun- 
yarn  being  ftrained  round  the  mallet  fo  as  to  confine  it  firmly  to  the  rope, 
which  is  extended  above  the  deck,  one  man  pafles  the  ball  continually 
about  the  rope,  whilft  the  othc-r,  at  the  fame  time,  winds  on  the  Ipun-yarn 
by  means  of  tiie  mallet,  w  hole  handle,  afting  as  a  lever,  (trains  every  turn 
about  the  rope  as  firm  as  polTible. 

MANGER,  (g^tte,  Fr.)  a  fmall  apartment,  extending  athwart  the  lower- 
deck  of  a  fhip  of  war,  immediately  within  the  hawfe-h  jles,  and  fenced  on 
the  after-part  by  a  partition,  which  feparates  it  from  the  other  part  ot  the 
deck  behind  it. 

This  partition  ferves  as  a  fence  to  interrupt  the  pafTage  of  the  water, 
which  occafionally  guflies  in  at  the  hawle-holes,  or  falls  from  the  wet  ca- 
ble whilft  it  is  heaved  in  by  the  capltern.  The  water,  thus  preve-nted  from 
running  aft,  is  immediately  returned  into  the  lia,  by  f.veral  fmall  channels, 
called  fcuppers,  cut  through  the  (liip's  fide  within  the  manger. 

The  manger  is  therefore  particularly  uftful  in  giving  a  contrary  direction 
to  the  water  that  enters  at  the  hawle-holes,  which  would  othcrwife  run  aft 
in  great  ftreams  upon  the  lower  deck,  and  render  it  extremely  wet  and  un- 
comfortable, particularly  in  tempeftuous  weather,  to  the  men  who  mcfs  and 
fleep  in  different  parts  thereof. 

MARINE,  a  general  name  for  the  navy  of  a  kingdom  or  ftate  -,  as  alfo 
the  whole  œconomy  of  naval  afl^airs  ;  or  whatever  refpefts  the  building, 
rigging,  arming,  equipping,  navigating,  and  fighting  fliips.  It  compre- 
hends alfo  the  government  of  naval  armaments,  and  the  Itate  of  all  the  per- 
fons  employed  therein,  whether  civil  or  military. 

Marine,  or  Marine-Forcus,  a  body  of  troops  employed  in  thefea-fer- 
vice,  under  the  dircflion  of  the  lords  of  the  admiralty. 

MARLINE,  {merlin,  Fr.)  a  fmall  line,  fomewhat  lefs  than  houfe-line, 
and  ufed  for  the  fame  purpofes.     See  House-Line. 

MARLING,  the  act  of  winding  any  fmall-line,  as  marline,  fpun-yarn, 
ackthread,  &c.  about  a  rope,  fo  that  every  turn  is  fecured  by  a  fort  of 
cnot,  fo  as  to  remain  fixed  in  cafe  all  the  reft  fhould  be  cut  through  by 
fridtion,  &c.  This  exj)etlient  is  much  preferable  to  the  winding  a  linefpi- 
rally  about  a  rope  for  the  fame  purpofe,  bccaufc  as  the  turns  are  at  fome 
dillance  from  each  other,  the  fame  quantity  of  line  will  ferve  for  the  one 
method  as  the  other  ;  with  this  diflerence,  that  if  one  of  the  fpiral  turns 
are  cut  through,  the  whole  will  be  rendered  ufelefs,  whereas  by  marling, 
this  is  entirely  prevented. 

B  b  2  Marling 


I 


MAR  MAS 

Marling  is  commonly  ufed  to  faften  flips  of  canvas,  called  parfiing,  upon 
the  fvirfacc  of  a  rope,  to  prevent  it  from  being  j^alled  by  another  rope  that- 
rubs  againft  it,  to  attach  the  foot  of  a  fail  to  it's  bolt-rope,  &c. 

Marling-Spike,  {epijfoir,  Fr.)  an  iron  pin,  tapering  to  a  point,  and 
furnifhed  with  a  large  round  head.  It  is  principally  ulcd  to  penetrate  the 
twills,  or  ftrands  of  a  rope,  in  order  to  introduce  the  ends  ot  fome  other 
through  the  intervals,  in  the  aft  of  knotting  or  fplicing. 

It  is  alio  ufed  as  a  lever,  on  many  otiier  occafions,  about  the  rigging, 
particularly  in  fixing  the  feizings  upon  the  Jl/youdSy  b'ock-Jlrops,  clues  of  the 
lails,  &c. 

to  MAROON,  {déferler,  Fr.)  to  put  one  or  more  fxilors  afhore  upon  a 
defoLite  ifland,  under  pretence  of  their  having  committed  fome  great  crime. 
This  detellable  expedient  has  been  repeatedly  pradifcd  by  fome  inhuman 
commanders  of  merchant-fliips,  particularly  in  the  Weft-Indies. 

MAST,  {mât,  Fr.)  a  long  round  piece  of  timber,  elevated  perpendicu- 
larly upon  the  keel  of  a  fliip,  to  which  are  attached  the  yards,  the  fails, 
and  the  rigging. 

A  maft,  with  regard  to  it's  length,  is  either  formed  of  one  fingle  piece, 
which  is  called  a  pole-viajl,  or  compofed  of  fcveral  pieces  joined  together, 
each  of  whicli  retains  the  name  of  maft  feparately.  The  loweft  of  thele  is 
accordingly  named  the  lower-maft,  rt,  fig.  i.  plate  VI.  the  next  in  heighth 
is  the  top-maft,  b,  which  is  creeled  at  the  head  of  the  former  -,  and  the 
higheft  is  the  top-gallant-maft,  c,  which  is  prolonged  from  the  upper  end 
of  the  top-maft.  Thus  the  two  laft  are  no  other  than  a  continuation  of 
the  firft  upwards. 

The  lower  maft  is  fixed  in  the  fhip  by  an  apparatus,  defcribed  in  the 
articles  hulk  and  peers  :  the  foot,  or  heel  of  it,  rcfts  in  a  block  of  timber 
called  the  ftep,  which  is  fixed  upon  the  kelfc?!  ;  and  the  top-maft  is  attached 
to  the  head  of  it  by  the  cap  and  the  trejlle-trees.     The  latter  of  thefe  are 
two  ftrong  bars  of  timber,  fupported  by  two  prominencies,  which  are  as 
fhoulders  on  the  oppofite  fides  of.the  maft,  a  little  under  it's  upper  end  : 
athwart  thele  bars  are  fixed  the  crofs-trees,  upon  which  the  frame  ot  the  top  is 
fupported.   Between  the  lower  maft-head,  and  the  foremoft  of  the  crofs-trees, 
a  fquare  fpace  remains  vacant,  the  fides  of  w'hich  are  bounded  by  the  two 
trellle-trees.     Perpendicularly  above  this  is  the  foremoft  hole  in  the  cap, 
whole  after-hole  is  folidly  fixed  on  the  head  of  the  lower-maft.     The  top- 
maft  is  erected  by  a  tackle,  whofe  effort  is  communicated  from  the  head  of 
the  lowermaft  to  the  foot  of  the  top-maft  -,  and  the  upper  end  of  the  latter 
is  accordingly  guided  into,  and  conveyed  up  through,  the  holes  between  the 
treftle-trees  and  the  cap,  as  above  mentioned.  The  machinery  by  which  it  is 
elevated,  or,  according  to  the  fea-phrafe,yi:'rt_Vfii«^,  is  fixed  in  the  following 
manner  :  the  top-rope  d,  fig.  2.  pafîîng  through  a  block  e,  which  is  hooked  on 
one  fide  of  the  cap,  and  afterwards  through  a  hole,  furniflied  with  a  ftieave  or 
pully/,  on  the  lower  end  of  the  top-maft,  is  again  brought  upwards  on  the 
other  fide  of  the  maft,  where  it  is  at  length  faftencd  to  an  eye-bolt  in  the  cap_g-, 
whicli  is  always  on  the  fide  oppofite  to  the  top-blocks     To  the  lower  end 

of. 


MAS  MAS 

of  the  top-rope  is  fixed  the  top-tackled,  the  efFort  of  which  being  tranfmitted 
to  the  top-rope  d,  and  thence  to  the  heel  of  the  top-maft/,  neceflarily  lifts 
the  latter  upwards,  parallel  to  the  lower-maft.  When  the  top-maft  is  raifed 
to  it's  proper  JKighth,  fig.  3.  the  lower  end  oi  it  becomes  firmly  wedged  in  the 
fqu are  hole,  above  defcribed,  between  the  treftle-trees.  A  bar  of  wood,  or 
iron,  called  the/id,  is  then  thriift  through  a  hole  i  in  the  heel  of  it,  acrofs 
the  treftle-trees,   by  which  the  whole  weight  of  the  top-maft  is  fiipported. 

In  the  fame  manner  as  the  top-mart  is  retained  at  the  head  of  the  lower- 
maft,  the  top-gallant-maft  is  erefted,  and  fixed  at  the  head  of  the  top-maft. 

Befides  the  parts  already  mentioned  in  the  conftrucftion  of  mafts,  with 
refpeft  to  their  length,  the  lower-mafts  of  the  largeft  ftiips  are  compofed  of 
lèverai  pieces  united  into  one  body.  As  thcfe  are  generally  the  moft  fub- 
ftantial  parts  of  various  trees,  a  maft,  formed  by  this  aflemblage,  isjuftly 
efteemed  much  ftronger  than  one  confifting  of  any  fingle  trunk,  whofe  in- 
ternal folidity  may  be  very  uncertain.  The  fcveral  pieces  are  formed  and 
joined  together,  as  reprefented  in  the  feftion  of  a  lower-maft  of  this  fort, 
fig.  4.  plate  VI.  whcic  a  is  the  fliaft,  or  principal  piece  into  which  the  reft 
are  fixed,  with  their  fides  or  taces  clofe  to  each  other.  The  whole  is  fecured 
by  feveralrtrong  hoops  of  iron,  driven  on  the  outfulc  of  the  maft,  a,  fig.  i. 
where  they  remain  at  proper  diftanccs. 

The  principal  articles  to  be  confidered  in  equipping  a  ftiip  with  mafts  are, 
ift,  the  number;  2d,  their  fituation  in  theveflel;  and  3d,  their  heighth' 
above  the  water. 

The  mafts  being  ufed  to  extend  the  fails  by  means  of  tlieir  yards,  it  is 
evident  that  if  their  number  were  multiplied  beyond  what  is  necefl^ary,  the 
yards  muft  be  extremely  iTiort,  that  they  may  not  entangle  each  other  in 
working  the  fliip,  and  by  confequence  their  fails  will  be  very  narrow,  and  re- 
ceive a  fmall  portion  of  wind.  If,  on  the  contrary,  there  is  not  a  fufficient 
number  of  marts  in  the  veflel,  the  yards  will  be  too  large  and  heavy,  fo  as 
not  to  be  managed  without  difficulty.  There  is  a  mean  between  thefe  ex- 
tremes, which  experience  and  the  general  practice  of  the  fea  have  determined-, 
by  which  it  appears,  that  in  large  Ihips,  every  advantage  of  failing  is 
retained  by  three  mafts  and  a  bowfprit. 

The  moft  advantageous  pofition  of  the  mafts  is  undoubtedly  that  from 
whence  there  refults  an  equilibrium  between  the  refiftance  of  the  water,  on  the 
body  of  the  ftiip,  on  one  part,  and  of  the  direction  of  their  eftort  on  the  other. 
By  every  other  pofition  this  equilibrium  is  dcftroycd,  and  the  greateft  effort 
of  the  mafts  will  operate  to  turn  the  fiiip  horizontally  about  it's  direction  ;  a 
circumftance  which  retards  her  velocity.  It  is  counterbalanced  indeed  by  the 
helm-,  but  the  fame  inconvenience  ftill  continues;  for  the  force  of  the  wind, 
having  the  refiftance  of  the  helm  to  overcome,  is  not  intirely  employed  to 
pulh  the  vellel  forward.  Tlie  axis  of  the  refiftance  of  the  water  ftiould 
then  be  pre  vioufly  determined,  to  difcover  the  place  of  the  inainmtijl,  in  order 
to  lulpend  the  efforts  of  the  water  equally,  and  place  the  other  mafts  fo  as 
that  their  particular  diredion  will  coincide  with  that  of  the  main-maft.  The 
whole  of  this  would  be  capable  of  a  folution  if  the  figure  of  the  veffel  were. 

regular,  : 


MAS  MAS 

regular,  bccaufe  the  point,  abnut  which  the  refiflance  of  the  water  would 
b    in  iqiiilibrium,  niight  be  dlfrovcrcd  by  calculation. 

Hut  v/hcn  the  real  figure  of  the  fh'p  is  confidcred,  thefe  flattering  ideas 
will  indantly  vanilli.  This  obfcrvatian  induced  M.  Savericn  to  employ  a 
mcclianical  method  to  dilcover  the  axis  of  refiftancc  of  the  water,  which  he 
apprehended  niight  be  ul'ed  with  fuccefs  in  the  manner  following. 
'  When  the  veflci  is  ianchcd,  before  the  places  of  the  mafts  arc  determined, 
extend  a  rcpe  A  R,  fig.  5.  plate  VI.  from  the  head  to  the  Itern.  To  the 
extremities  A  and  IJ  attach  two  uther  ropes  AD,  BC,  and  apply  to  the  other 
ends  of  th;"fe  ropes  two  mechimical  powers,  to  draw  the  fliip  according  to 
the  dire6"bion  BC,  parallel  to  itlelf.  The  whole  being  thus  difpofed,  let 
a  ino\enble  tube  Z,  fixed  upon  the  rope  A  B,  have  another  rope  Z  R  at- 
tached to  it,  whofe  other  end  commiuiicates  with  a  mechanical  power  R, 
equal  to  the  two  powers  D  and  C.  This  laft  being  applied  to  the  fame 
veflil,  in  luch  manner  as  to  take  off  the  effedts  of  the  two  others  by  Hiding 
upon  the  rope  A  B,  fo  as  to  difeover  fome  point  Z,  by  the  parallelifm  of  the 
ropes  A  D  BC  feebly  extended  with  the  rope  Z  R  ;  the  line  Z  R  will  be 
the  axis  of  the  equilibrium  of  the  water's  refiliance,  and  by  confequencc 
the  main-maft  (liould  be  planted  in  the  point  Z. 

The  figures  E,  E,  E,  are  three  windhlTes  on  the  fhore,  by  which  this 
experiment  is  applied. 

With  regard  to  the  fituation  of  the  other  mafts,  it  is  ncceffary,  in  the 
fam.e  manner,  to  difeover  two  points  ;  fo  that  the  direAion  of  the  two  me- 
chanical powers  operating,  will  be  parallel  to  the  axis  of  refiftance  R  Z  al- 
ready found. 

Theexaft  heighth  of  the  mafts,  in  proportion  to  the  form  and  fizc  of  the 
fhip,  remains  yet  a  problem  to  be  decermined.  The  more  the  mafts  are 
elevated  above  the  center  of  gravity,  the  greater  will  be  the  furface  of  fail, 
which  they  are  enabled  toprelent  to  the  wind  -,  lb  far  an  additional  heighth 
feems  to  be  advantageous.  But  this  advantage  is  diminiftied  by  the  circular 
movement  of  the  maft,  which  operates  to  make  the  velTel  ftoop  to  it's  eflbrt  ; 
and  this  inclination  is  mcrcafed,  in  proportion  to  the  additional  iieighth  of 
the  maft  -,  an  inconvenience  which  it  is  neceffary  to  guard  againlt.  Thus 
what  is  gained  upon  one  hand  is  loft  upon  the  other.  To  reconcile  thefe 
differences,  it  is  certain,  that  the  heighth  of  the  maft  ought  to  be  deter- 
mined by  the  inclination  of  the  veffel,  and  that  the  point  of  her  greateft  in- 
clination Tlioukl  be  the  term  of  this  heighth,  above  the  center  of  gravity. 
See  the  article  Trim. 

With  regard  to  the  general  practice  of  determining  the  heighth  of  the 
mafts,  according  to  the  different  rates  of  the  ftiips  in  the  royal  navy,  the 
reader  is  referred  to  the  article  Sail. 

In  order  to  fecure  the  mafts,  and  counterbalance  the  ftrain  they  receive 
from  the  effort  of  the  fails  impreffed  by  the  wind,  and  the  ag'tation  of  the 
fhip  >  t  fea,  they  are  fuftained  by  feveral  ftrong  ropes,  extended  from  their 
upper-ends  to  the  outfide  of  the  veffel,  called  _/?)?■  Wj,  fee  fig.  5.  plate  VI. 
They  are  further  fupported  by  other  ropes,  ftretched  from  their  heads  to- 
wards the  fore- part  of  the  veffel.     See  Rigging. 

The 


MAS  MAS 

-  The  maft,  which  is  placed  at  the  middle  of  the  fhip's  length,  is  called 
the  main-mail,  (grand-mat,  Fr.)  that  which  is  placed  in  the  fore-part,  tlie 
fore-malV,  (mât  de  tni faine,  Fr.)  and  that  which  is  towards  the  Hern  is 
termed  the  mizen-maft,  {mât  d'artimon,  Fr.) 

N.  B.  Mizen  is  applied  to  this  laft  maft  by  all  the  nations  of  Europe, 
except  the  French,  who  alone  call  the  fore-maft  mifaine. 

M  ASTER  of  a  J?}ip  cf  war,  (maître,  Fr.)  an  officer  appointed  by  the 
commilHoners  of  the  navy  to  affift  in  fitting,  and  to  take  charge  of  the 
navigating  and  condu(5ling  a  fliip  from  port  to  port,  under  the  dircftion  of 
the  captain,  or  other  his  fuperior  officer.  The  management  and  dirpofitjon 
of  the  fails,  the  working  of  the  fhip  into  htr  ftation  in  the  order  of  battle, 
and  the  direftion  of  her  movements  in  the  time  ot  a6tion,  and  in  the  other 
circumllances  of  danger,  are  alio  more  particularly  under  his  inl'pcction. 
He  is  to  be  cnrcful  that  the  rigging,  iails,  and  ftores,  be  duly  prelerved  : 
to  iee  that  the  log  and  log-book  be  regularly  and  corredlly  kept:  accurately 
to  obferve  the  appearances  of  coails,  rocks,  and  ffioals,  with  their  depths 
of  water  and  bearings,  noting  them  in  his  journal.  He  is  to  keep  the 
hawfer  clear  when  the  (hip  is  at  anchor,  and  to  provide  himfelf  with  pro- 
per inltruments,  maps,  and  books  of  navigation.  It  is  likewife  his  duty 
to  examine  the  proviiions,  and  accordingly  to  admit  none  into  tl^e  fhip  but 
fuch  as  are  ibund,  fweet,  and  wh^leibme.  He  is  moreover  charged  with 
ihc  Jloiaage,  or  diipofition  ef  thefe  materials  in  the  ffiip's  hold.  And  when 
Ihe  Ihall  be  laid-up,  he  is  to  depoilte  a  copy  of  the  log-book  and  journal 
with  the  commiffioners  of  the  navy.  And  to  enable  him  the  better  to 
perform  thefe  iervices,  he  is  allowed  feveral  affiliants,  who  are  properly 
termed  mates  and  quarter-mailers.     See  thole  articles. 

M ASTEti  of  a  mcrchani-JIjip,  the  commanding  officer,  who  is  appointed 
by  the  merchants  to  manage  the  navigation  and  every  thing  relating  to  her 
cargo,   voyage,  iailors,  &c. 

Master  at  arms,  an  officer  appointed  by  warrant  from  the  board  of  ad- 
miralty, to  teach  the  officers  and  crew  of  a  fliip  of  war  the  exercileof  imall 
arms;  to  contine  and  plant  centinels  over  the  priioners,  and  luperintcnd 
whatever  relates  to  them  during  their  confinement.  He  is  alio,  as  foon  as 
the  evenin<r  «un  ffiall  be  fired,  to  iee  all  the  fires  and  liiihts  extinguilhed, 
except  luch  as  ihall  be  pcrimtted  by  proper  authority,  or  under  the  infpec- 
tion  of  centinels.  It  is  likewiie  his  duty  to  attend  ihi: gangiuay,  when  any 
boats  arrive  aboard,  and  iearch  them  carefully,  together  with  their  rowers, 
that  no  i'pirituous  liquors  may  be  conveyed  into  the  lliip,  unlcl's  by  per- 
milTion  of  the  commanding  officer.  He  is  to  lee  that  the  fmall  arms  be 
kept  in  proper  order.  He  is  to  vifit  all  velfels  coming  to  or  going  from 
the  ffiip,  and  prevent  the  crew  from  going,  from  the  ihip  without  leave. 
He  is  alio  to  acqu.iirit  the  officer  of  the  watch  with  all  irregularities  in  the 
fliip  which  (hall  come  to  his  knowledge.  In  thele  feveral  duties  he  is 
affilled  with  proper  attendants,  called  his  corporals,  who  alio  relieve  the 
centinels,  and  one  another,  at  certain  periods. 

MAsiER-atfc-ndanl,  an  officer  in  the  royal  dock-yards,  appointed  to  haflen, 
and  affill  at,  the  fitcing-out  or  difmanâing,  removing  or  fecuring  veffels  of 

war, 


MAT  MID 

war,  Szc.  at  the  port  where  he  rcfules.  He  is  particularly  to  obfcrve,  that 
his  m;iiclly's  fliips  are  t'ecurcly  moored  ;  and  tor  this  purpofc  he  is  expe(^'ced 
frequently  to  review  the  moorings  which  are  funk  in  the  harbour,  and  obl'erve 
that  they  are  kept  in  proper  repair  to  be  always  ready  when  occafion  requires. 
It  is  alio  his  duty  to  vifit  all  the  fliips  in  ordinary,  and  fee  that  they  zxc  fre- 
quently cleaned  and  kept  in  order  -,  and  to  attend  at  the  general  mufters  in 
the  dock-yards,  taking  care  that  all  the  officers,  artificers,  and  labourers, 
rcgillcred  in  the  navy-books,  are  prefent  at  their  duty. 

MAT,  (couffin,  Fr.)  a  fort  of  thick  web  or  texture,  formed  of  fpun- 
yarn,  or  of  a  variety  o( Jlrands,  or  feparate  parts  of  a  fmall  rope  -,  or  of  a 
number  of  rope-yarns  twiited  \r\\.o  foxes.  The  foxes  are  therefore  larger 
or  Imaller,  as  containing  a  greater  or  lefll-r  number  of  rope-yarns,  in  pro- 
portion to  the  thicknefs  of  the  mat  intended  to  be  woven. 

Mats  are  commonly  ufed  to  faften  upon  the  outfide  of  fuch  parts  of  the 
{landing  rigging  as  are  expofed  to  the  friction  of  other  ropes,  in  extending, 
Ihitting,  or  truffing  up  the  fails,  particularly  the  lower  ones.  The  largell 
and  ftrongeft  fort  of  thefe  mats  are  ca.\\çà  fauches. 

MATE  of  a  pip  of  ivar,  an  officer  under  the  direction  of  the  mafter,  by 
whofe  choice  he  is  generally  appointed,  to  affill  him  in  the  feveral  branches 
of  his  duty.  Accordingly  he  is  to  be  particularly  attentive  to  the  navigation 
in  his  watch,  &c.  to  keep  the  log  regularly,  and  examine  the  line  and  glafles 
by  which  the  fliip's  courle  is  meafured,  and  to  adjuft  the  fails  to  the  wind 
in  the  fore-part  of  the  fhip.  Pie  is  alio  to  have  a  diligent  attention  to  the 
cables,  feeing  that  they  are  well  coiled  and  kept  clean  when  laid  in  the  tier, 
and  fufficiently yÎTwJ  when  employed  to  ride  the  Ihip.  Finally,  he  is  to 
fuperintend  and  affift  at  the  ftowage  of  the  hold,  uking  efpecial  care  that 
all  the  ballad  and  provifions  are  properly  llowed  therein. 

Mate  of  a  merchant-flnp,  the  officer  who  commands  in  the  abfence  of  the 
niafter  thereof,  and  fliares  the  duty  with  him  at  fea  ;  being  charged  with 
every  thing  that  regards  tiie  internal  management  of  the  fliip,  the  diredling 
her  courfe,  and  the  government  ot  her  crew. 

The  number  of  mates  allowed  tolliips  of  war  and  merchantmen  is  always 
in  proportion  to  the  fize  of  the  vefiel.  Thus  a  firfl;-rate  man  of  war  has 
fix  mates,  and  an  Eaft-Indiaman  the  fame  number;  a  frigate  of  20  guns, 
and  a  fmall  merchant-fliip,  have  only  one  mate  in  each  :  and  the  interme- 
diate llîips  have  a  greater  or  fmaller  number,  according  to  their  feveral 
fizes,  or  to  the  fervices  on  which  they  are  employed. 

METEOR.     See  Corposant,  and  Water-spout. 

MESS,  a  particular  company  of  the  officers  or  crew  of  a  fliip,  who  eat, 
drink,  and  aflbciate  together. 

MESS-MATE,  a  companion  or  aflTociate  of  the  above  divifion.  Seethe 
article  Birth. 

MIDSHIP,  (maître,  Fr.)  a  term  of  difliinftion,  applied  by  fhipwrights 
to  feveral  pieces  of  timber  which  lie  in  the  broadeft  part  of  a  vefiTel  ;  as, 

MiDSHip-BEAM,  (maitrc-bau,  Fr.)  the  beam  upon  which  the  extreme 
breadth  of  a  fhip  is  formed,  and  which  is  fituated  in  the  mi dfhif -frame,  nearly 

5  '" 


MID  MID 

in  the  middle  of  her  length,  ferving  as  a  ftandard  from  whence  the  dimen- 
fions  and  proportions  of  the  mails  and  yards  are  to  be  taken. 

MinsHip-FRAME,  {maitre-couple,  Fr.)  a  name  given  to  that  timber,  or 
combination  of  pieces,  formed  into  one  timber,  which  determines  the  ex- 
treme breadth  of  the  fhip,  as  well  as  the  figure  and  dimenfion  of  all  the 
inferior  timbers. 

In  the  8ch  page,  from  the  beginning  of  the  article  Naval  Architecture, 
the  reader  will  find  a  full  explanation  of  what  is  meant  bv  a  frame  of  tim- 
bers. He  will  alio  perceive  the  out-lines  of  all  the  principal  frames,  with 
their  gradual  dimenfions,  from  the  midfhip-frame  delineated  in  the  plane  of 
projedtion  annexed  to  that  article.  As  the  parts,  of  which  the  feveral 
frames  are  compofcd,  have  the  lame  relation  to  each  other  throughout  the 
veflel  ;  and  as  all  the  correfponding  pieces,  without  and  within  thofe 
frames,  are  alfo  nearly  alike,  and  fixed  in  the  fame  manner,  it  will  be  fuf- 
ficient  for  our  purpol'e  to  reprefent  the  principal,  or  midfliip-frame,  toge- 
ther with  it's  correfponding  parts,  which  are  as  follow  : 

Explanation  of  theMiDSH  IP-FRAME,  plate  VII.  whichexhibits  a  tranfverfe 
feJtion  of  a  74  gun  Ihip,  at  the  broadeft  part,  anfwering  to  the  fame  fcale 
by  which  are  delineated  the  head,  quarter,  and  ftern  of  a  fliip,  of  the  fame 
fize,  in  plates  IV.  VIII.  and  X.  to  which  the  reader  is  referred. 
A  the  keel,  with  a  the  falfe  keel  beneath  it. 

B  the  chocks  fixed  upon  the  kclfon,  to  retain  the  oppofite  pieces  of  the 
riders  firmly  together. 

C  one  of  the  beams  of  the  orlop. 

D  one  of  the  lower-deck  beams-,  with^thebeamsof  the  upper-deck. 
E  the  hanging-knees,  by  which  the  beams  are  attached  to  the  timbers. 
F  the  ftandards,  which  arc  fixed  above  the  decks  to  which  they  belong. 
G  the  clamps,  which  fuftain  the  extremities  of  the  beams. 
H  the  gun-ports  of  the  lower-deck  ;  with  h  the  ports  of  the  upper-deck. 
I,  K,L  difi-erent  pieces  oi t hick- fi tiff,  placed  oppofite  to  the  feveral  fcarfs, 
or  joinings,  in  the  frame  of  timbers. 
M  the  planks  of  the  deck. 
N  the  water-ways. 

O  the  planks  of  the  cieling,  between  the  feveral  ranges  of  thick-ftufi". 
P  the  Ipirketing. 

Q_the  main-wale,  to  fortify  the  fliip's  fide  oppofite  to  the  lower-deck. 
R  the  channel-wale,  oppofite  to  the  upper-deck. 
S  the  waill-rail. 

T  the  ftring,  with  the  moulding  under  the  gun-wale. 
U  the  floor-timbers,  which  are  laid  acrois  the  keel,  and  bolted  to  it. 
V  the  feveral  futcocks  ;  and  W  the  top-timbers,  which  are  all  united 
into  one  frame. 
X  the  kcll'on. 

MIDSHIPMAN,  a  fort  of  naval  cadet,  appointed  by  the  captain  of  a 
ihip  of  war,  to  fécond  the  orders  of  the  fuperior  officers,  and  alfift  in  the 
neccflary  bufincfs  of  the  vellVl,  either  aboard  or  afliore. 

Cc  The 


MID  MID 

The  number  of  midfhipmen,  like  that  offeveral  other  officers,  is  always 
in  proportion  to  the  fize  of  the  (hip  to  which  they  belong.  Thus  a  firft-rate 
man  of  war  has  twenty-four,  and  the  inferior  rates  a  fuitable  number  in 
proportion.  No  perfon  can  be  appointed  lieutenant,  without  having  pre- 
vioudy  ferved  two  years  in  the  royal  navy  in  this  capacity,  or  in  that  of 
mate,  befides  having  been  at  Icaft  four  years  in  adtual  fervice  at  fea,  either 
in  merchant-fliips,  or  in  the  royal  navy. 

Midfhipman  is  accordingly  the  ftation  in  which  a  young  volunteer  is 
trained  in  the  feveral  exercifes,  necelTary  to  attain  a  lufficient  knowledge  of 
the  machinery,  difcipline,  movements,  and  military  operations  ot  a  lliip, 
to  qualify  him  for  a  fea- officer. 

As  the  chief  objeft  of  our  attention  has  been  to  facilitate  the  acquifition 
of  this  intelligence,  we  have  endeavoured  to  treat  thofe  fubjeds  at  large,  in 
the  different  parts  of  this  work,  according  to  their  importance.  We  have 
alfo  flcetched  the  general  outlines  of  the  refpeftive  charges  of  all  the  fuperior 
officers,  which,  in  conformity  to  the  plan  of  this  work,  become  previous 
to  this  article.  Thus  the  duties  of  the  ad.miral,  the  captain,  the  lieutenant, 
and  the  mailer,  are  already  explained  in  their  proper  places  ;  and  whatever 
intelligence  appears  necefiary  to  dil'charge  thofe  offices,  is  alfo,  in  a  high 
degree,  eifential  to  the  midihipman.  Thofe  officers  indeed,  as  well  as 
many  others,  are  furnifned  with  fuitable  inllruflions  to  regulate  their  con- 
dud:;  but  the  midffiipman,  being  invelted  v/ith  no  particular  charge  from  the 
government,  is  by  confequence  omitted  in  thofe  official  regulations.  In  a 
work  of  this  kind,  however,  the  importance  of  the  fubjeàl  is  not  always 
determined  by  the  fuperiority  of  rank  or  ftation.  If  our  province  is  to 
communicate  inftrudion,  thofe  who  are  tiie  leaft  informed  arc  certainly  the 
principal  objeéts  tliereof,  and  to  them  our  attention  is  more  peculiarly  di- 
reded.  Hence  the  extent  of  our  defign  comprehends  many  circumilances 
which  would  be  immaterial  in  general  orders  and  regulations  -,  and  hence 
abundance  of  particular  ditedions  to  refpedive  officers,  inierted  in  thofe 
general  regulations,  are  rejeded  here  as  foreign  to  our  purpoie.  Averfe  as 
we  are,  on  other  occafions,  to  offend  the  rigid  nicety  of  a  critic,  by  intro- 
ducing moral  rellcdions,  in  a  performance  dedicated  to  Icientifical  defcrip- 
tion,  we  muft  for  once  be  indulged  widi  a  fhort  deviation  from  the  plan 
hitherto  invariably  followed.  Happy  !  if  our  efforts  may  in  any  degree 
operate  to  produce  the  effcds  for  which  they  were  calculated. 

On  his  firft  entrance  in  a  fhip  of  war,  every  midfhipman  has  feveral 
difadvantageoiis  circumftances  to  encounter.  Thefe  are  partly  occafioned  by 
the  nature  of  the  lea-fervice,  and  partly  by  the  miftaken  prejudices  of  people 
in  general,  refpeding  naval  dil'cipline,  and  the  genius  of  failors  and  their 
officers.  Nocharader,  in  their  opinion,  is  more  excellent  than  that  ot  the 
common  fiilor,  whom  they  generally  fuppoie  to  be  treated  with  great  fe- 
verity  by  his  officer^,  drawing  a  comparilbn  between  them  not  very  advan- 
tageous to  the  latter.  The  midihipman  ufually  comes  aboard  tindured 
with  tiu'fe  prejudices,  efpecially  if  his  education  has  been  amonglt  the 
higher  rank  of  people;  and  if  the  officers  h.T.ppe;i  to  anfwer  his  opinion,  he 
cyiiceivci  an  early  difgult  to  tlie  rcivic<\  from  a  very  partial  and  incom- 
petent 


MID  MID 

petent  view  of  it's  operations.  Blinded  by  thcle  prepofllfilons,  he  is  thrown 
off  his  guard,  and  very  foon  llirprized  to  find,  amongft  thofe  honefl  Tailors, 
a  crew  of  abandoned  milcreants,  ripe  for  any  mifchief  or  villainy.  Perhaps, 
after  a  little  obfervation,  many  of  them  will  appear  to  him  equally  dellitute 
of  gratitude,  fhame,  or  juftice,  and  only  deterred  from  the  commifiîon  of 
any  crimes  by  the  terror  of  fevere  punifhment.  lie  will  difcover,  that  the 
pernicious  example  of  a  few  of  the  vileft  in  a  fhip  of  war  is  too  often  apt  to 
poilbn  the  principles  of  the  greateft  number,  elpecially  if  the  reins  of  difci- 
pline  are  too  much  relaxed,  fo  as  to  fofter  that  idlcnefs  and  difllpation,  which 
engender  floth,  difeafes,  and  an  utter  profligacy  of  manners.  If  the  niidfliip- 
man,  on  many  occafions,  is  obliged  to  mix  with  thefe,  particularly  in  the 
exercifes  of  extending  or  reducing  the  fails  in  the  tops,  he  ought  reiblutely 
to  guard  againft  liiis  contagion,  with  whicli  the  morals  of  his  inferiors  may 
be  infcded.  lie  fliould  however  avail  himfclf  of  their  knowledge,  and  ac- 
quire their  expertnefs  in  managing  and  fixing  the  fails  and  rigging,  and  ne- 
ver fuffcr  himfelf  to  be  excelled  by  an  inferior.  He  will  probably  find  a 
virtue  in  almoll:  every  private  failor,  which  is  entirely  unknown  to  many  ot 
his  officers  :  that  virtue  is  emulation,  which  lis  not  indeed  mentioned 
amonglt  their  qualities  by  the  gentlemen  of  terra  firm  a,  by  whom  their  cha- 
racters are  often  copioully  defcribed  with  very  little  judgment.  There  is 
hardly  a  common  tar  who  is  not  envious  of  fuperior  fkill  in  his  fellows,  and 
jealous  on  all  occafions  to  be  out-done  in  what  he  confiders  as  a  branch  of 
his  duty!  Nor  is  he  more  afraid  of  the  dreadful  confequences  of  whiftling 
in  a  florm,  than  of  being  ftigmatized  with  the  opprobrious  epithet  of  lubber. 
Fortified  againft  tlais  Icandal,  by  a  thorough  knowledge  of  his  bufincfs,  the 
failor  will  fometimcs  fneer  in  private,  at.  the  execution  of  orders,  which  to 
him  appear  aukward,  improper,  or  unlike  a  feaman.  Nay,  he  will  per- 
haps be  malicious  enough  to  fupprefs  his  own  judgment,  ami  by  a  punctual 
obedience  to  command,  execute  whatever  is  to  be  performed,  in  a  manner 
whicli  he  knows  to  be  improper,  in  order  to  expofe  the  perfon  commanding 
to  difgrace  and  ridicule.  Little  fkilled  in  the  method  of  the  fchools,  he 
confiders  the  officer  who  cons  his  lefibn  by  rote  as  very  ill  qualified  for  his 
ilation,  becaufe  particular  fituations  might  render  it  neceflary  for  the  faid 
officer  to  affift  at  putting  his  own  orders  in  praftice.  An  ignorance  in  this, 
practical  knowledge  will  therefore  nccefiarily  be  thought  an  unpardonable 
deficiency  by  thofc  who  are  to  follow  his  dircélions.  Hence  the  midfliip- 
man,  who  afibciates  with-thele  iailors  in  the  tops,  till  he  has  acquired  a 
competent  fkill  in  the  fervicc  of  extending  or  reducing  the  fails,  &c.  will 
be  otten  entertained  with  a  number  of  fcurrilous  jells,  at  the  expence  of 
his  fuperiors.  Hence  alio  he  will  learn,  that  a  timely  application  to  thole 
exercifes  can  only  prevent  him  from  appearing  in  the  fame  defpicable  point 
ot  view,  whicli  mull  certainly  be  a  cruel  mortification  to  a  man  of  the 
iQiallelt  feniibility. 

It  the  midfliipman  is  not  employed  in  thefe  fervices,  which  are  un- 
doubtedly neceffary  to  give  him  a  clearer  idea  of  the  different  parts  of  his 
occupation,  a  variety  of  other  objei^s  prelent  themfelvcs  to  his  attention. 
Without  prefuming  to  diftate  the  ftudies  which  are  molt  cffcntial  to  his  im- 

C  c  2  provement. 


M     I     Z  M     I     Z 

provement,  we  could  wifh  to  recommend  fuch  as  are  moft  fiiitable  to  the 
bent  of  his  inclination.  Aftronomy,  geometry,  and  mechanics,  which  are 
in  the  firft  rank  of  fcience,  are  the  materials  which  form  the  fkilful  pilot, 
and  the  iiiperior  mariner.  The  theory  of  navigation  is  entirely  derived  from 
the  two  former,  and  all  the  machinery  and  movements  of  a  (hip  are  founded 
upon  the  latter.  The  aftion  of  the  wind  upon  the  fails,  and  the  refiftance 
of  the  water  at  the  ftem,  naturally  diftate  an  enquiry  into  the  property  of 
iolids  and  fluids  :  and  the  ftate  of  the  fliip,  floating  on  the  water,  feems  to 
direél  his  application  to  the  fl:udy  of  hydroftatics  and  the  cfll-fts  of  gra- 
vity, A  proficiency  in  thele  branches  of  fcience  will  equally  enlarge  his 
views,  with  regard  to  the  operations  of  naval  war,  as  direfted  by  the  efforts 
of  powder,  and  the  knowledge  of  projeftiles.  The  moft  effcdUial  method  to 
excite  his  application  to  thofe  ftudics  is,  perhaps,  by  looking  round  the 
navy,  to  obferve  the  characters  of  individuals.  By  this  enquiry  he  will  pro- 
bably difcover,  that  the  officer,  who  is  eminently  fkilled  in  the  fcieiices, 
will  command  univerfal  refpeft  and  approbation  ;  and  that  whoever  is  fa- 
tisfied  with  the  defpicable  ambition  of  fliining  the  hero  of  an  aflembly, 
will  be  the  objcci:  of  univerfal  contempt.  The  attention  of  the  former 
will  be  engaged  in  thole  ftudies,  which  are  highly  ufeful  to  hirnfelf  in  par- 
ticular, and  to  the  fervice  in  general.  The  employment  of  the  latter  is 
to  acquire  thofe  fuperficial  accomplifliments,  that  unbend  the  mind  from 
every  ufeful  fcience,  emafculate  the  judgment,  and  render  the  hero  infi- 
nitely more  dextrous  at  falling  into  his  ftation  in  the  dance,  than  in  the 
line  of  battle. 

Unlefs  the  midlhipman  has  an  unconquerable  averfion  to  the  acquifition 
of  thofe  qualifications,  which  are  fo  eflcntial  to  his  improvement,  he  will 
very  rarely  want  opportunities  of  making  a  progrefs  therein.  Every  ftep 
he  advances  in  thofe  meritorious  employments  will  facilitate  his  acceflion 
to  the  next  in  order.  If  the  dunces,  who  are  his  officers  or  mefs-mates, 
are  rattling  the  dice,  roaring  bad  verfes,  hiiïing  on  the  flute,  or  fcraping 
difcord  from  the  fiddle,  his  attention  to  more  noble  ftudies  will  fweeten 
the  hours  of  relaxation.  He  fhould  recolleft  that  no  example  from  fools 
ought  to  influence  his  conduit,  or  feduce  him  from  that  laudable  ambition 
which  his  honour  and  advantage  are  equally  concerned  to  purfue. 

MIZEN,  {artimon,  Er.  mifana,  Ital.)  the  aftcrmoft  or  hindmoft  of  the 
fixed  fails  of  a  fliip,  extended  fometimcs  by  a  gaff,  and  Ibmctimes  by  a 
yivrd  which  erodes  the  maft  obliquely  -,  the  fore-»nd  reaching  almoft  down 
to  the  deck,  and  the  after-end  being  peeked  up  as  high  above  the  middle 
of  the  yard,  wiiere  it  is  attached  to  the  maft.  The  figure  of  the  mizen  is 
accordingly  a  trapezia,  or  a  parallelogram,  one  of  whole  corners  is  cut  off 
by  a  diagonal,  extended  from  one  of  it's  fides  to  the  oppofite  corner, 
which  becomes  the  peek  of  the  mizen.     See  the  article  Sail. 

MiZEN-MAST,  the  mad  upon  which  the  mi'/en  and  it's  top-fail  and 
llay  fails  are  fupported,  befides  other  fails,  which  are  let  occafionally,  as 
Uie  driver^  ring  tail,  &c.     See  the  article  Mast. 

The 


MON  MOO 

The  fhrouds,  ftays,  and  back-llays  of  this  maft,  as  well  as  all  the  run- 
ning rigging,  together  with  it's  lèverai  yards  and  fails,  being  defcribed  under 
the  articles  Shroud,  Stay,  Yard,  &c.  the  reader  is  referred  thither  fur 
the  explanations  thereof,  which  are  in  general  applicable  alfo  to  the  fame 
furniture  of  both  the  other  mafts. 

MOLE,  a  name  given  in  the  Mediterranean  to  a  long  pier,  or  artificial 
bulwark  of  mafonry,  extending  obliquely  acrofs  the  entrance  of  a  harbour, 
in  order  to  break  the  force  of  the  fea  from  tlie  vefTels  which  are  anchored 
within. 

Mole  is  alfo,  although  improperly,  applied  to  the  harbour  or  liaven, 
which  is  formed  by  the  bulwark  above  defcribed,  which  is  then  denominate! 
the  mole-head. 

MONSOON,  a  name  given  to  the  periodical  or  trade-winds,  which 
blow  regularly  in  certain  latitudes  of  the  Indian  ocean.  They  continue 
five  or  fix  months  invariably  in  one  direâiion,  and  then  alter  their  courfe, 
and  blow,  during  an  equal  fpace  of  time,  from  a  different  point  of  the 
compafs  with  the  fame  uniformity, 

MOORING,  {amarrage,  Fr.)  the  aft  of  confining  and  fecuring  a  fliip 
in  a  particular  ftation,  by  chains  or  cables,  which  are  either  faftcncd  to 
the  adjacent  fliore,  or  to  anchors  in  the  bottom. 

A  (hip  may  be  either  moored  by  the  head,  {affourcho\  Fr.)  or  by  the 
head  and  jicrn  ;  that  is  to  fay,  (he  may  be  fccured  by  anchors  before  her, 
without  any  behind  :  or  ihe  may  have  anchors  out,  both  before  and  be- 
hind her  ;  or  her  cables  may  be  attached  to  pofts,  rings,  or  moorings,  which 
anfwer  the  fame  purpofe. 

When  a  fhip  is  moored  by  the  head  with  her  own  ancliors,  they  are  dif- 
pofed  according  to  the  circumftances  of  the  place  where  flie  lies,  and  the 
timefhe  is  to  continue  therein.  Thus  wherever  a  tide  ebbs  and  flows,  it  is 
ulual  to  carry  one  anchor  out  towards  the  flood,  and  another  towards  the 
ebb,  particularly  where  there  is  little  room  to  range  about  ;  and  the  anchors 
are  laid  in  the  fame  manner,  if  the  veficl  is  moored  head  and-llern  in  the 
fame  place.  The  fituation  of  the  anchors,  in  a  road  or  bay,  is  ufually  op- 
pofed  to  tile  reigning  winds,  or  thofe  which  arc  molt  dangerous  -,  fo  tliar 
the  fhip  rides  therein  with  tlie  effort  of  both  her  cables.  Tluis  if  (lie  rides 
in  a  bay,  or  road,  which  is  cxpofed  to  a  northerly  wind  and  heavy  lea  from 
the  fame  quarter,  the  anchors  paffing  from  the  oppofite  bows  ought  to  lie 
call  and  welt  from  each  other  :  hence  both  the  cables  will  retain  the  Ihip  in 
her  ifation  with  equal  effort  againft  the  a6tion  of  the  wind  and  fea. 

Moorings  are  ufually  an  allemblagc  of  anchors^  cliains,  and  liidks^ 
laid  athwart  tlie  bottom  of  the  river,  or  haven,  to  ride  the  Ihipping  con- 
tained tlierein. 

The  anchors,  employed  on  this  occafion,  have  r.irely  more  than  one  fluke, 
which  is  funk  in  the  river  near  low-water  mark.  Two  anchors,  being, 
fixed  in  this  manner,  on  the  oppofite  fides  of  the  river,  are  furniflicd  with 
a  chain,  extending  acrofs  from  on;;  to  the  other.  In  th."  middle  of  the 
chain  is  a  large  fquare  link,  whofc  lower  end  terminates  in  a  fwivel,  which 

lurna. 


M     O     R  M     O     R 

turns  round  in  the  chain  as  about  an  axis,  whenever  the  (hip  veers  about 
with  the  change  of  the  tide.  To  this  fwivcl-link  are  attached  the  bridles, 
which  are  fhort  pieces  of  cable,  well  ferved,  whofe  upper  ends  are  drawn 
into  the  (hip,  at  the  mooring-ports,  and  afterwards  faftened  to  the  mails, 
or  cable-bits. 

A  great  number  of  moorings,  of  this  fort,  are  fixed  in  the  royal  ports, 
or  the  harbours  adjacent  to  the  king's  dock-yards,  as  Deptford,  Chat- 
ham, Portlmouth,  Plymouth,  &c. 

MORTAR,  a  piece  of  artillery,  fliorter  and  wider  than  the  cannon, 
and  having  a  chamber  different  from  the  fize  of  it's  bore. 

Mortars  are  ufed  in  the  attack  of  a  fortified  place,  by  fea,  to  difcharge 
fhclls  or  carcafcs  amongfl  the  buildings.  The  Ihell  is  a  great  hollow  ball, 
filled  with  powder,  which,  falling  into  the  works  of  a  fortification.  Sec. 
deftroys  the  moft  fubftantial  buildings  by  it's  weight  -,  and,  burfting  afun- 
der,  creates  the  greateft  dilbrder  and  mifchicf  by  it's  I'plinters. 

The  chambers  of  mortars  are  extremely  difi^erent  in  their  figures,  and 
each  of  thofc  figures  is  defended  by  better  or  worfe  arguments.  Thus  they 
are  fpherical,  cylindrical,  conical,  bottled,  or  concave.  In  reality,  nothing 
appears  to  be  lels  determined  upon  true  principles  or  experiments  than  the 
proportions  of  the  lèverai  parts  of  a  mortar  *. 

As  the  fea- mortars,  or  thofe  which  are  fixed  in  the  bomb-vefîèls,  are 
generally  fixed  at  a  much  greater  diftance  from  the  objeft  than  is  ever  re- 
quired afiiore,  they  are  made  fomewhat  longer,  and  much  heavier,  than 
the  laud-mortars. 

Plate  \T.  fig.  7.  reprefents  a  fea  mortar,  the  principal  parts  of  which  are, 
A,  the  chace;  B,  the  reinforce-,  C,  the  breech-,  and  D,  the  trunnions. 
The  interior  part,  comprehended  between  the  dotted  lines,  is  called  the 
bore,  wherein  the  bomb  is  lodged-,  and  the  inner  part  of  the  bore,  which 
is  diminiflied  towards  the  breech,  and  contains  the  powder,  is  termed  ti:e 
chamber. 

Mr.  Muller,  in  his  Treatife  of  Artillery,  very  juftly  obferves,  that  the 
breech  of  our  13  inch  fca-mortars  is  loaded  with  an  unneccflary  weight  of 
metal.  The  chamber  thereof  contains  32  pounds  of  powder,  and  at  the  fame 
time  they  are  never  charged  with  more  than  12  or  15  pounds,  by  the  moft 
expert  officers,  becaufe  the  bomb-veflel  is  unable  to  bear  the  violent  fliock 
of  their  full  charge.  Thus  the  adlion  of  the  powder  is  diminifhed  by  the  va- 
cancy left  in  the  chamber,  which  is  never  above  half  filled.  As  a  charge 
of  12  or  15  pounds  of  powder  at  moll  is  therefore  fufficient,  it  is  evident- 
ly proved,  by  the  theory  of  powder,  tiiat  this  will  produce  the  greateft 
eftedl  when  difcharged  from  a  mortar  with  a  cylindrical  chamber,  repreient- 
ed  by  fig.  8.  He  alfo  proves,  by  a  variety  of  experiments  made  by  Captain 
Delaguliers  and  himfelf,  that  the  conical  chamber,  now  uied,  is  confider- 
ably  inferior  to  the  cylindrical  one  with  the  laft  charge  of  powder. 

To  facilitate  the  ul'e  of  the  mortar,  it  is  placed  in  a  fol  id  carriage  of  tim- 

•  Mullej-'s  Artillery. 

ber. 


.       M     O     R  M     O     R 

ber,  called  the  bed,  Vvhofe  different  parts  are  ftrongly  bolted  together.  By 
means  of  this  it  is  firmly  fecured  in  it's  fitiiation,  lb  that  the  explofion  of 
the  powder  may  not  alter  it's  direftion.  In  the  middle  of  the  upper  fide 
of  this  carriage,  plate  VI.  fig.  9.  are  two  femi-circular  notches,  to  receive 
the  trunnions  -,  over  thefe  are  fixed  two  very  ftrong  bands  of  iron,  called 
the  cap-fquares,  a,  the  middle  of  which  is  bent  into  a  fcmi-circlc,  to  em- 
brace the  trunnions,  and  keep  them  faft  in  the  mortar-bed.  The  cap- 
fquarcs  are  confined  to  the  timber-work  by  ftrong  pins  of  iron,  called  the 
eye-bolts,  b,  into  whofe  upper  ends  are  driven  the  keys,  chained  beneath 
them.  On  the  fore-part  of  the  bed  a  piece  of  timber  is  placed  tranfverfely, 
upon  which  refts  the  belly  of  the  mortar,  or  that  part  which  contains  the 
chamber.  The  elevation  of  this  piece,  which  is  called  the  bed-bolfter, 
is  reprefented  by  fig.  13.  and  the  plan  by  fig.  12.  it  is  ufed  to  elevate  and 
fupport  the  mortar  whilft  firing. 

Thefe  beds  are  placed  upon  very  ftrong  frames  of  timber,  which  are 
fixed  in  the  bomb-ketch,  and  reprefented  in  fig.  5  and  10.  plate  VII.  the 
former  of  which  exhibits  the  tranlVerfe  fcftion  of  a  bomb-vefltl,  with  the 
mortar  fixed  in  it's  pla  e,  at  an  elevation  ot  forty-five  degrees.  See  Range. 
They  are  fecurely  attached  to  the  frames,  by  means  of  a  llrong  bolt  of  iron, 
fig.  15.  plate  VI.  called  the  pintle,  paiïing  perpendicularlv  through  both, 
and  afterwards  through  one  of  the  beams  of  the  veflcl.  Thus  thr  jiintle, 
which  pafles  through  the  hole  in  the  center  of  the  plan,  fig.  10.  ferves  as 
an  axis  to  the  bed  ;  fo  that  the  mortar  may  be  turned  about  horizontally 
as  occafion  requires. 

Plate  VI.  fig.  9.  reprefcnts  the  elevation  of  the  bed  of  a  io  inch  fea- 
mortar-,  fig.  10.  is  the  plan,  and  11.  the  front  view  thereof -,  fig.  12.  ex- 
hibits the  plan,  and  fig.  13.  the  elevation  of  the  bed-bol!ler. 

We  have  already  oblerved,  that  the  lliell  is  a  great  hollow  ball,  charged 
with  powder.  Fig.  16.  is  a  perfpedive  view  of  it,  and  fig.  17.  a  feftion 
of  it,  whereby  the  thicknefs  is  exhibited.  The  parts  a  and  Z»  of  the  fliell 
are  it's  handles,  by  which  it  is  lifted  up  or  removed  ;  and  c  is  the  fufe- 
hole,  or  aperture,  through  which  the  powder  is  poured  in  to  charge  it. 

It  appears,  by  fig.  17.  that  the  lov^cr  part  of  the  fliell  is  thickeft,  by- 
wliich  it  becomes  heavier  on  that  fide,  and  accordingly  falls  thereon,  and 
never  on  the  fufe.  It  is  alfo  tlie  better  enabled  thereby  to  refill  the  im- 
prefîîon  of  the  powder,  by  which  it  is  difciiarged  from  the  mortnr.  Both 
of  thefe  rcafons,  however,  Mr.  Mullet  conceives  to  be  immaterial,  be- 
caufc  nothing  but  an  abfolute  (toppagc  of  the  air  can  exhaull  the  fufes,  as 
their  compofition  enables  them  to  burn  in  water,  as  well  as  air  or  earth  ; 
and  the  explofion  of  the  mortar  would  not,  in  his  opinion,  be  able  to 
break  them,  if  they  are  equally  thick  every  where.  Tlie  inoft  proper 
quantity  of  powder  to  charge  a  Ihell  is  probably  two  thirds  of  the  weight 
which  would  fill  the  cavity. 

The  fufe  of  it  is  reprefented  by  c  d,  fig.  17.  Tiiis  is  generally  a  coni- 
cal tube,  formed  of  beech,  willow,  or  fome  dry  wood,  and  filkd  with  a 
«ouipofition  of  fulphur,  fak-pctre,  and  mealed-powder..     The  fliell  being, 

6  chargeu,, 


M     O     R  M     O     R 

charged,  this  fiife  is   infcrted  in  the  cavity  through  the  fufe-hole  -,  and, 
when  fired,  communicates  the  fire  to  the  powder  in  the  iliell. 

The  fuies  are  charged  with  great  care,  that  nothing  may  prevent  them 
from  communicating  the  fire  to  the  powder  in  the  center  of  the  bomb. 
They  are  driven  into  it  fo  as  that  only  about  an  inch  and  a  half  comes  out 
beyond  the  fufe  hole  ;  and  then  the  ihell  is  laid  to  be  fixed. 

Thcl'e  fufcs  are  alfo  ciiarged  long  before  there  is  occafion  to  ufe  them  ; 
and  that  the  compofition  with  which  they  are  filled  may  not  fall  out,  or  be 
damaged  by  growing  damp,  the  two  ends  are  covered  with  a  compofition 
of  tallow,  mixed  either  with  pitch  or  bees  wax.  When  tiie  fufe  is  to  be 
put  into  the  (hell,  the  little  end  is  opened  or  cut  off;  but  the  great  end  is 
never  opened  till  the  mortar  is  to  be  fired*. 

When  the  proper  quantity  of  powder,  neceflary  to  charge  the  mortar,  is 
put  into  the  chamber,  it  is  covered  with  a  wad,  well  beat  down  witli  the 
rammer.  After  this  the  fixed  fliell  is  placed  upon  the  wad,  as  near  the 
middle  of  the  mortar  as  polîible,  with  the  fufe-hole  uppermofl,  and  ano- 
ther wad  prefled  down  clofe  upon  it,  fo  as  to  keep  the  fhell  firm  in  it's  po- 
fition.  The  officer  than  points  the  mortar,  or  gives  it  the  inclination  ne- 
ceflary to  throw  the  fhell  to  the  place  defigned.  When  the  mortar  is  thus 
fixed,  the  fufe  is  opened-,  the  priming-iron  is  alfo  thruft  into  the  touch- 
hole  of  the  mortar  to  clear  it,  after  which  it  is  primed  with  the  finefl:  pow- 
der. This  done,  two  of  the  matrofles,  or  failors,  taking  each  one  of  the 
matches,  the  firli  lights  the  fufe,  and  the  other  fires  the  mortar.  The 
fhell  thrown  out  by  the  explofion  of  the  powder,  is  thrown  to  the  place 
intended  -,  and  the  fufe,  which  ought  to  be  exhaufted  at  the  inftant  of  the 
fhell's  falling,  inflames  the  powder  contained  therein,  and  burfts  it  into 
fplinters  ;  which,  flying  off"  circularly,  occafion  incredible  mifchief  where- 
loever  they  reach. 

Necejfary  orders  before  a  bombardment  by  fea. 
When  any  fixed  fliells  are  iflued  from  the  tenders,  the  artillery  people  on 
board  are  immediately  to  fix  others  in  their  room,  and  are  always  to  keep  - 
in  their  tenders  the  fame  number  they  had  at  firft. 

*  Lc  Blond's  Elements  of  War. 

Extras  of  a  Utter  from  the  commanding-officer  of  the  artillery  at  Gibraltar,  May  10,   I  756. 

"  Happening  to  mention,  before  the  governor  and  commodore  Edgecumbe,  that,  in  cafe 
"  of  Gibraltar  being  attacked  by  fea,  howitzers  would  be  of  great  fervice,  as  I  did  not 
"  imagine  any  fhip's  lidc  proof  againft  a  10  inch  iliell,  fired  point-blank,  or  at  a  fmall  ele- 
"  vation,  with  a  full  charge  of  powder  ;  which  being  thought  impoflible  by  moll  prefent, 
"  it  was  agreed  to  try  the  experiment:  accordingly  a  target,  of  about  6  feet  fquare,  of  an 
"  equal  ihength  and  reuflance  with  the  ftrongell  part  of  our  largefl  men  of  w.ar's  fides, 
"  was  made,  and  wasjull  3  feet  thick  of  folid  fir  timber  :  we  fired  at  it  out  of  a  fea-fervice 
"   10  inch  howitzer,   at  1 30  yards  diflance,  and  with  10  lb.  of  powder. 

"  The  firft  Ihell  juft  touched  the  top  of  the  objei5l,  and  lodged  in  the  bank  of  fand  be- 
"  hind  it;  the  fécond  grazed  fhort  three  yards,  and  went  through  the  lower  corner  of  the 
"  object;  but  the  third  (hell  gave  full  fatisfaftion,  going  through  the  very  center  oï  the 
•"  objett,  and  entering  5  feet  into  a  folid  bank  of  fand  behind  it." 

The 
6 


M     O     R  M     O     R 

The  fhells  are  to  be  fixed  in  the  boat  appointed  to  carry  them,  provided 
the  weather  permits  ;  otherwife,  in  the  lat'eft  place  on  deck,  and  to  be  kiudy 
or  lowered  down  into  a  ipare  rack,  which  mufl:  be  in  each  boat  for  that 
purpofe.  While  the  fhells  are  fixing,  the  powder-room  is  to  be  fhut,  the 
hatches  laid  and  well  fecured  againlt  fire,  and  the  place  where  they  are 
fixed  is  to  be  well  watered. 

The  fliells  being  carefully  examined  in  order  that  nofpike  is  left  therein, 
by  which  the  fiife  may  be  fplit,  the  fiifes  are  to  be  cut  the  full  length,  and 
to  be  fct  home  into  thefliell  very  ftrongly. 

No  fliells,  fixed  during  the  fervice,  are  to  be  kited  -,  but  if  any  lliould 
be  left,  when  the  fervice  is  over,  they  are  immediately  to  be  kited. 

The  powder  in  the  bomb-veffels  is  to  be  ufed  firft;  and  none  to  be  opened 
or  meaiured  out,  except  in  the  captain's  cabin,  the  door  of  which  is  to  be 
kept  fhut  during  the  whole  time,  and  covered  with  tanned  hides,  to  make 
it  as  fecure  as  polfible. 

The  fixed  Ihclls  in  the  boats  are  to  be  likewife  covered  from  fire  or  wee 
with  hair-cloth  and  tanned  hides  with  the  utmofl  care. 

If  the  fervice  is  carried  on  at  night,  all  tlie  powder  is  to  be  ready  meafured 
out  in  cartridges,  which  may  be  kept  in  the  powder-magazine  and  captain's 
cabin,  in  the  empty  powder-barrels  and  powder-bags  ;  and  all  the  fliells 
requifite  are  to  be  ready.  The  tin  tubes,  one  powder-horn,  and  the  port- 
fires, alfo  the  punches  and  bits  for  the  vents,  are  to  be  kept  in  the  captain's 
cabin. 

No  fire  or  light,  except  match  and  port-fires,  to  be  on  board  either  bomb- 
vefiel  or  tender  during  the  fervice. 

The  captain's  cabin  and  the  pafTage  toit,  alfo  the  way  to  the  magazine 
and  decks,  are  to  be  conllantly  watered. 

The  fpunges  for  the  mortars  are  to  be  all  examined  and  tried,  and  if  too 
large,  they  are  to  be  cut  I'o  as  to  enter  eafdy. 

Tlie  vents  of  the  mortars  are  to  be  examined,  and  the  punches  and  tubes 
tried  in  them. 

_  A  laboratory-(  hefl  is  to  be  on  board  each  bomb-velTel,  in  the  captain's 
cabin,  in  which  all  the  fmall  (tores  are  to  be  kept. 

Two  tubs  of  water  are  to  be  on  deck,  for  the  lightefl:  port- fires  and  match, 
which  mull  be  conflantly  held  in  them  till  ordered  to  fire. 

Two  careful  men  are  alfo  to  be  appointed  for  this  fervice,  who  are  to  do 
nothing  elfe  on  any  account. 

Two  careful  men  of  the  artill(;ry  are  to  be  left  on  board  each  tender,  for 
the  filling  and  fixing  of  ilie  Ihtlls. 

Application  muR"  be  made  to  the  admiral  for  two  men  of  war's  boats  to 
attend  on  each  bomb-ketch  and  tender,  for  carrying  fliells  and  fliores.  One 
of  thefe  is  to  be  loaded  with  fixed  fhells,  which,  when  fent  to  the  bomb-vclleJ, 
mufi:  remain  with  her  until  they  are  all  taken  out,  which  fhould  be  only  as 
they  are  wanted  for  loading  the  mortars  -,  it  is  then  to  return  to  the  tender. 
The  other  boat,  inean  while,  will  be  receiving  more  fixed  OkIIs,  and  on  the 
fignal  given  from  the  bomb-ketch  for  more  fhells,  muft  immediately  repair 
to  her  with  them. 

D  d  A  gang 


M     O     R 


MOU 


A  gang  of  warrant-officers,  and  eight  feamen,  are  to  be  at  each  mortar, 
to  give  whatever  affiftance  may  be  required. 

A  gang  from  the  navy,  with  a  careful  warrant-officer,  and  a  non-com- 
miffioned  officer  of  the  artillery,  are  to  have  the  charge  between  decks  on 
board  each  bomb-vefTel  and  tender,  to  get  up  the  fixed  (hells  that  are  in  the 
rack  ;  and  a  careful  perfon  is  to  remain  conilantly  at  the  powder-room 
door,  which  mull  be  kept  ffiut  as  much  as  pofliblc. 

When  any  powder  is  wanted  from  the  tender  for  loading  the  mortar,  it 
fhould  be  meafured  out  in  the  tender,  and  the  proper  charge  put  into  paper 
cartridges,  upon  which  fhould  be  written  the  quantity,  and  the  mortar  for 
which  it  is  allotted. 

If  the  fervice  of  mortars  fliould  render  it  neceflary  to  ufe  pound-fliots, 
200  of  them,  with  a  wooden  bottom,  are  to  be  put  into  the  13  inch  mortar, 
and  a  quantity  of  powder,  not  exceeding  five  pounds-,  and  100  of  the 
above  fliot,  with  2ilb.  of  powder,  for  the  10  inch  mortar,  or  3  lb.  at  moft. 

One  inch  of  fufe  burns  4  féconds  and  48  parts. 

Weight  of  the  fea-mortars  and  fliells,  as  alfo  of  their  full  charges. 


I  Powder  contained 
Natureofthe  mortar.       in  the  chamber 
when  full. 


Weight    of    the 


Weight  of  the 
lhe:l  when 
fixed. 


Wcign.  cf  ^Ov'.djr 
contained  in  the 
ftiell. 


10  inch  howitzer 
13  inch  mortar 
10  inch  mortar 


lb. 

12 

30 
12 


oz. 
o 
o 
o 


?!• 


Cwt. 

qu.   lb. 

31 

2      26 

81 

2        I 

34 

2      1 1 

lb. 


198 
93 


lb. 


oz. 


The  howitzer,  fig.  18.  is  a  fort  of  mortar,  which  is  to  be  fixed  horizontally 
like  a  cannon  ;  and  has,  like  the  cannon,  a  wheel-carriage.  Thefe  pieces, 
however,  are  very  rarely  ufed  in  the  fea-fervice. 

For  an  account  of  ti\e  elevation  of  the  mortar,  and  flight  of  fhells  ac- 
cording to  the  different  charges  of  powder,  the  reader  is  referred  to  the  arti- 
cle Range. 

MOULD,  (devers^  Fr.)  a  thin  flexible  piece  of  timber,  ufed  by  fhip- 
wrights,  as  a  pattern  whereby  to  form  the  different  curves  of  the  timbers, 
and  other  compâjjing  pieces,  in  a  fliip's  frame.  There  are  two  forts  of  thefe, 
namely,  the  bend-mould  and  hollow-mould  :  the  former  of  thefe  deter- 
mines the  convexity  of  the  timbers,  and  the  latter,  their  concavity  on  the 
outfide,  where  they  approach  the  keel,  particularly  towards  the  extremities 
of  the  veflel.  The  figure,  given  to  the  timbers  by  this  pattern,  is  called 
their  /revelling.     See  that  article. 

MOUNTED,  (monté,  Fr.)  the  ftate  of  being  armed  or  equipped  with 
a  certain  number  of  cannon  ;  exprelled  of  a  vefTel  of  war. 

MOUSE,  (ftifée,  Fr.)  a  fort  of  knob,  ufually  in  the  fliape  of  a  pear, 
wrought  on  the  outfide  of  a  rope,  by  means  of  fpun-yarn,  parceling,  &c. 
as  defcribed  in  the  article  puddening.  It  is  ufed  to  confine  Ibme  other  fe- 
curely  to  the  former,  and  prevent  it  from  Aiding  along  it's  furface. 

6  Thefe 


'MOU  MUS 

Thefe  moufes  are  particularly  ufed  on  the  ftays  of  the  lower-maft,  to 
prevent  the  eye  fro'm  flipping  up  to  the  maft  ;  a  circumftance  which  would 
render  it  extremely  difficult  to  remove  the  ftay  from  the  maft-head,  when 
necefTary. 

MOUSING  a  hook,  the  operation  of  faftening  a  fmall  cord  or  line,  acrofs 
the  upper-part,  from  the  point  to  the  back  thereof,  in  order  to  prevent  it 
from  unhooking  by  the  motion  of  the  vefTel,  or  otherwife. 

MUSTERING,  (moujlereti,  Dutch)  the  aft  of  calling  over  a  lift  of  the 
whole  fhip's  company,  or  any  particular  detachment  thereof,  who  are  ac- 
cordingly fummoned  to  anfwer  by  their  names  on  the  occafion. 


Pd  2  K. 


N     A     r  N     A     V 


N. 


NAVAL,  of  or  belonging  to  a  fliip,  or  to  the  royal  navy.     Hence  we 
fay,  naval-ftores,  naval-ofiicers,  &c. 

NAVFl-LINE,  a  fore  of  fmall  tackle,  depending  from  the  head  of  the 
niain-maft  and  fore-mail,  and  fattened  to  the  middle  ot  Û\<i panel  immediately 
behind  the  maft,  and  communicating  with  the  jears,  It  is  ufcd  to  keep  the 
parrel  direftly  oppofjte  to  the  yard,  and  particularly  whilft  hoifting  or  lower- 
ing, as  it  would  otherwife  hang  under  the  yard,  and  prevent  it  from  being 
fufficiently  braced. 

NAVIGATION,  (navigation,  Fr.)  the  art  of  direfting  the  movements 
of  a  fhip  by  tlie  action  of  the  wind  upon  the  fails.    See  the  article  Sailing, 

Navigation  is  then  applied,  with  equal  propriety,  to  the  arrangement  of 
the  fails,  according  to  the  ftaleof  the  wind  ;  and  to  the  directing  and  mea- 
furing  a  fhip's  courfe  by  the  laws  of  geometry  ;  or  it  may  comprehend  both, 
being  then  confidcred  as  the  theory  and  pradice  thereof. 

Since  every  lca~oftîcer  is  prefumed  to  be  furniflied  with  books  of  naviga- 
tion, in  which  that  fcience  is  copioufly  defcribed,  it  would  be  fuperfluous  to 
enter  into  a  particular  detail  of  it  in  this  place.  As  it  would  alfo  be  a  fruit- 
Ids  tafk  to  thofe  who  are  entirely  ignorant  of  the  rules  of  trigonometry, 
and  thofe  who  are  verfed  in  that  fcience  generally  undcrftand  the  princi- 
ples of  navigation  already,  it  appears  not  to  come  within  the  limits  of  our 
defign.  It  iuffices  to  fay,  that  the  courfe  of  a  fhiip,  and  the  diftance  flie 
has  run  thereon,  are  meafured  by  the  angles  and  fides  of  a  right-angled 
plain  triangle,  in  which  the  hypotnenufe  is  converted  into  the  diftance  ;  the 
perpendicular,  into  the  difference  of  latitude  \  the  bafe,  into  the  departure 
irom  the  meridian  j  the  angle,  formed  by  the  perpendicular  and  hypotnenufe, 
into  the  courfe-,  and  the  oppofite  angle,  contained  between  the  hypothenufe 
and  bafe,  into  it's  complement  of  the  courfe. 

The  courfe  of  the  fhip  is  determined  by  the  cempafs  \  and  the  log-line.,  or 
a  folar  obfervation,  afcertains  the  diftance.  Hence  the  hypothenufe  and 
angles  are  given,  to  find  the  bafe  and  perpendicular:  a  problem  well  known 


in  trigonometry. 


That  part  of  navigation,  which  regards  the  piloting  or  condufting  a  fliip 
along  the  fea-coaft,  can  only  be  acc]uired  by  a  thorough  knowledge  of  that 
particular  coaft,  after  repeated  voyages.  The  moft  neceffary  articles  thereof 
are  already  defcribed  in  the  article  Coasting  :  it  is  fufiicient  to  obferve,  that 
iht  bearings  and  diftances  from  various  parts  of  the  flîore  are  ge.aerally  afcer- 

tained 


N     A.,    V  •  NIP 

tained  in  the  night,  cither  by  light-houfes,  or  by  the  different  depths  of  the 
water,  and  the  various  forts  of  ground  at  the  bottom  ;  as  fliclls  of  different 
fizes  and  colours,  fand,  gravel,  clay,  ftones,  ooze,  or  ffiingle.  In  the  day 
the  fliip's  place  is  known  by  the  appearance  of  the  land,  which  is  fct  by  the 
compafs,  whilR"  the  diftance  is  eftimated  by  the  maffer  or  pilot. 

NAVY  (from  navis,  Lat.)  implies,  in  general,  any  fleet  or  affembly  of 
fliips.  It  is,  however,  more  particularly  underllooa  of  the  fleet  of  veffels 
of  war,  that  belong  to  a  kingdom  or  ftate,  to  be  em])loycd  either  in  aflault- 
ing  and  deff:roying  it's  enemies,  or  protecting  it's  commerce,  and  defending 
it's  coafts  againft  hollilicies  or  invafion. 

The  navy  of  Great-Britain,  together  with  it's  civil  and  military  depart- 
ments, is  governed  by  the  lord  high-admiral,  or  the  lords  commiffioners 
for  executing  this  office.  It  is  divideci  into  fcveral  clafles,  or  orders,  in 
proportion  to  the  fize  of  the  lliips,  &c.     See  the  article  Rate. 

If  the  only  objeiSts  to  be  confidcred  in  the  didribution  of  the  navy,  into 
different  rates,  were  to  improve  fliip-building,  and  facilitate  the  operations 
of  the  marine,  it  might  apj^ear  expedient  to  multiply  the  rates,  much  be- 
yond their  prefcnt  number,  which  would  oblige  the  Oiipwrights  to  Itudy 
the  principles  of  their  art  with  more  diligence  and  application.  But 
the  fimplicity  of  the  fervice  in  our  dock-yards,  and  the  views  of  oecono- 
<iiy,  which  ought  never  to  be  negleded  when  they  regard  important  ob- 
jcfts,  has  rendered  it  convenient  to  arrange  tlie  malls,  the  yards,  the  fails, 
the  rigging,  and  artillery,  into  fix  rates  ;  which,  befides  that  of  floops  of . 
war,  anfwcrs  all  the  purpofes  of  the  navy.     See  Dock-Yards, 

Nayv  is  alfo  the  colleéiive  body  of  officers  employed  in  his  majefly's  feu-  ^ 
fervice. 

NEAPED,  (from  nepflod.  Sax.)    the  fituation  of  a  fliip  which  is   left 
aground  on  the  heighth  of  a  fpring-tide,  lb  that  flic  cannot  be  floated  off" 
till  the  return  of  the  next  fpring.     See  Tide. 
NEEDLE.     See  the  article  CoMi'ASs. 

NETTING,  a  fort  of  fence,  formed  of  an  afl'eiTiblage  of  ropes,  faftened 
acrofs  each  other,  fo  as  to  leave  uniform  intervals  between.  Thefe  are  ufual- 
ly  llretchcd  along  the  upper-part  of  a  fliip's  quarter,  and  fecured  in  this 
pofition  by  mils  and JianihioHS.     See  Q^'akter. 

NIPPl'.RS,  (giircettes  de  tournevire,  Fr.)  certain  pieces  of  flat  braided 
cordage,  ufed  to  faften  the  cable  to  the  voyal  in  a  ffiip  of  war,  when  the 
former  is  drawn  into  the  fliip  by  mechanical  powers  applied  to  the  latter. 

Thefe  nippers  are  ufually  fix  or  eight  feet  in  length,  according  to  the  fize 
of  the  cable-,  and  five  or  fix  of  them  are  commonly  fallened  about  the 
cable  and  voyal  at  once,  in  order  to  be  heaved  in  by  the  capffern.  Thofe 
which  are  furtheff:  afc  are  always  taken  off",  as  the  cable  approaches  the  main 
hatchv;ayi  and  others  are  at  the  fame  time  faltened  on,  in  the  fore-part 
of  the  Ihip,  to  fupply  their  places.  The  perlons  einployed  to  bind  the 
nippers  about  the  cable  and  voyal,  are  called  nipper-men  :  tliey  are  aliiflred 
in  this  office  by  the  boys  of  the  Oiip,  wlio  always  I'upply  them  with  nippers, 
<j  and 


NIT  NUT 

and  receive  the  ends  of  thofe  which  are  faftencd,  to  walk,  ^û  with  them,  and 
take  them  off  at  the  proper  place,  in  order  to  return  them  to  the  nipper-men. 

KITTLES.     See  Knittles. 

NO  NEARER  !  (arrive!  Fr.)  the  command  given  by  the  pilot  or  quar- • 
ter-mafter,  to  the  helmfman,  to  Iteer  the  fhip  no  higher  to  the  diredtion  of 
the  wind  than  tiic  fails  will  operate  to  advance  the  Ihip  in  her  coiirfe.     It 
is  often   abbreviated  into  no  near,  and    fometimes  into  }iear  ;  and  is  ge- 
nerally applied  when  the  fails  fhake  in  the  wind.     See  Shivering. 

NO  MAN'S  LAND,  (St.Auhinet,  Fr.)  a  fpace  between  the  after-part 
of  the  belfrey  and  the  fore-part  of  a  fhip's  boat,  when  the  laid  boat  is 
itowed  upon  the  booms,  as  in  a  deep-waijled  veflel.  Thefe  booms  are  laid 
trom  the  forecaftle  nearly  to  the  quarter-deck,  where  their  after-ends  are 
ufiially  fuftained  by  a  frame  called  the  gallows,  which  confifts  of  two  ftrong 
pofts,  about  fix  feet  high,  with  a  croîs  piece,  reaching  from  one  to  the 
other,  athivnrt-fiips^  and  ferving  to  fupport  the  ends  of  thole  booms,  mafts, 
and  yards,  which  lie  in  referve  to  fupply  the  place  of  others  carried  away, 
&c.  The  fpace  called  No  man's  /and  is  ufed  to  contain  any  blocks,  ropes, 
tackles,  &c.  which  may  be  neceflary  on  the  forecaftle.  It  probably  de- 
rives this  name  from  it's  fituation,  as  being  neither  on  the  ftarboard  nor 
larboard  fide  of  the  fhip,  nor  on  the  waiji  or  forecajile  ;  but,  being  fituated 
in  the  middle,  partakes  equally  of  all  thofe  places. 

NORMAN,  a  name  given  to  a  (hort  wooden  bar,  thruft  into  one  of  the 
holes  of  the  windlafs  in  a  merchant-fliip,  whereon  to  faften  the  cable.  It 
is  only  ufed  when  there  is  very  little  ftrain  on  the  cable,  as  in  a  commo- 
dious harbour,  when  the  fhip  is  well  Iheltered  from  the  wind  and  tide. 

NUTS  of  the  anchor,  two  little  prominencies,  appearing  like  fhort  fquare 
bars  of  iron,  fixed  acrofs  the  upper  part  of  the  anchor-fliank,  to  fecure  the 
ftock  thereof  in  it's  place  -,  for  which  purpofe  there  is  a  corrrefponding 
notch,  or  channel,  cut  in  the  oppofite  parts  of  the  ftock,  of  the  fame  di- 
menfions  with  the  nuts.     See  the  article  Anchor. 


o. 


OAK  OFF 


G. 


OAKHAM,  or  OAKUM,  the  fubftance  into  which  old  ropes  are  re- 
duced, when  they  are  untwilled,  loolened,  and  drawn  afunder.  It  is 
principally  ufed  to  drive  into  the  feams,  or  intervals,  between  the  planks 
of  a  fhip,  to  prevent  the  water  from  entering.     See  the  article  Caulking. 

IFhite  Oakum,  is  that  which  is  formed  of  untarred  ropes. 

OAR,  (mmey  Fr.  are.  Sax.)  a  long  piece  of  timber,  flat  at  one  end, 
and  round  or  fquare  at  the  other,  and  which  being  applied  to  the  fide  of  a 
floating-veflTcl,  lerves  to  make  it  advance  upon  the  water. 

That  part  of  the  oar  which  is  out  of  the  veflel,  and  which  enters  into 
the  water,  is  called  the  blade,  or  wafh,  plat;  and  that  which  is  within- 
board,  is  termed  the  loom,  whofe  extremity,  manche,  being  fmall  enough  to 
be  grafped  by  the  rowers,  or  perfons  managing  the  oars,  is  called  the  handle. 

'I'o  pufh  the  boat  or  veflel  forwards,  by  means  of  this  inflrumcnt,  the 
rowers  turn  their  backs  fcrtvard,  and,  dipping  the  blade  of  the  oar  in  the 
water,  pull  the  handle  forward  lo  that  the  blade  at  the  fame  time  may  move 
aft  in  the  water:  But  fmce  the  blade  cannot  be  fo  inoved,  without  llriking  the 
water,  this  impulfion  is  the  fame,  as  if  the  water  were  to  ftrike  the  blade 
from  the  ftern  towards  the  head  :  the  veflel  is  therefore  neccflarily  moved 
according  to  this  direftion.  Hence  it  follows,  that  Oie  will  advance  with  the 
greater  rapidity,  by  as  much  as  the  oar  flrikes  the  water  more  forcibly. 
Thus  it  is  evident,  that  an  oar  adts  upon  the  fide  of  a  boat  or  veflel  like  a 
lever  of  the  fécond  clafs,  whofe  fulcrum  is  the  fl:ation,  upon  which  the  oar 
refts  on  the  boat's  gunnel.  In  large  veflTcls,  this  ftation  is  ukially  called  the 
rcw-port  ;  but  in  lighters  and  boats  it  is  always  termed  the  row-lock. 

lopip  the  Oars,  (armer  les  avirons^  Fr.)  is  to  fix  them  in  the  row-locks 
ready  for  rowing. 

OBSERVATION,  the  art  of  meafuring  the  altitude  of  the  fun  or  a  ftar, 
in  order  to  determine  the  latitude,  or  the  fun's  azimuth,  &c. 

OFF,  an  expreflion  applied  to  the  movement  of  a  fliip,  when  fhe  fails 
out  from  the  fliore  towards  the  diitant  fea.  When  a  fliip  is  beating  to 
windward,  fo  that  by  one  board  file  approaches  towards  the  fliore,  and  by 
the  other  i'ails  out  to  fea-ward,  flie  is  faid  to  lland  of}"  and  on  fhore,  alter- 
nately.    Hence, 

Offing,  (largue,  dehors,  Fr.)  implies  out  at  fea-,  or  at  a  competent 
diftance  from  the  lliore,  and  generally  out  of  anchor-ground. 

Offward,  the  fituation  of  a  fliip  which  lies  aground,  and  leans  off 
from  the  Ihorc. 

OKER, 


O     K     E  O     V     E 

OKF.R,  a  fort  of  rrd  chalk  iifcd  by  fhipwrights  to  mark  timber,  in 
Iiewino;  and  foriTiiniJ  it. 

OLliRON,  a  name  given  to  a  code  of  general  rules  relating  to  naval 
affairs,  and  formed  by  Richard  I.  wlien  he  was  at  the  ifland  of  Oleron. 
Ihefe  have  been  frequently  eileemed  the  moft  excellent  fea  laws  in  the 
uorld  ;  and  are  ftill  preferved  in  the  black  book  of  the  admiralty. 

OPEN,  (debcudc,  Fr.)  the  lituation  of  a  place  which  is  cxpoled  to  the 
wind  and  fea,  with  little  or  no  flielter  for  Hiipping  to  anchor  therein. 

Open,  (ouvert,  Fr.)  is  alfo  expreffed  of  any  diftant  objeél,  to  which  the 
fight  or  paffage  is  not  intercepted  by  fomething  lying,  or  coming  between. 
Thus,  to  be  open  with  any  place,  is  to  be  oppofite  to  it  ;  as  the  entry  of 
a  port,  road,  or  haven. 

OPENING,  a  paffage,  or  ftreight,  between  two  adjacent  coafts  or  iflands. 
ORDINARY,  (gardiens,  Fr.)  the  eftablifhment  of  the  perlons  employed 
by  the  government  to  take  charge  of  the  (hips  of  war,  which  are  h.id-up  in 
the  feveral  harbours  adjacent  to  the  royal  dock-yards.  Thefe  are  princi- 
pally compofed  of  the  warrant-officers  of  the  faid  fhips,  as  the  gunner, 
boatfwain,  carpenter,  deputy-purfer  and  cook,  and  their  fervants.  'Inhere 
is  befides  a  crew  of  labourers  enrolled  in  the  lift  of  the  ordinary,  who  pafs 
from  fhip  to  fhip  occafionally  to  pump,  moor,  remove,  or  clean  them, 
whenever  it  is  neceffary. 

The  term  crdinary  is  alfo  applied,  fometimes,  to  the  fhips  themfelves  -,  it 
is  likewife  ufcd  to  diftinguifh  the  inferior  failors  from  the  moft  expert  and  di- 
ligent. Thus  the  latter  are  rated  able  on  the  navy-books,  and  have  i  /.  4.?. 
per  month  ;  whereas  thofe  who  are  rated  ordinary,  liave  only  ic)j.  per  month. 
ORLOP,  (over-loop,  Dutch,  fauxpont,  Fr.)  a  platform  of  planks  laid 
over  the  beams,  in  the  hold  of  a  fhip  of  war,  whereon  the  cables  are  ufual- 
\y  coiled,  and  the  feveral  officers  ftore-rooms  contained. 

OVEK-BOARD,  the  ftate  of  being  thrown  out  of  a  ftiip  or  boat,  into 
the  water  whereon  fhe  fwims  :  alfo  the  aft  of  falling  from  fuch  a  veftel  into 
the  fea,  &c.  as,  the  fhip  fprung  a  leak,  and  obliged  us  to  throw  the  guns 
over-board  -,  a  heavy  fea  broke  over  the  deck,  and  carried  two  of  our  men 
over-board. 

OVER-CAST-STAFF,  (trchiichet,  Fr.)  a  Icalc,  or  mcafure,  employed 
by  fhipwrights  to  determine  the  difference  between  the  curves  of  thofe  //>«- 
^tfrj  which  are  placed  near  thcgreateft  breadth,  and  thofe  which  are  fituated 
near  the  extremities  of  the  keel,  where  the  floor  rifes  and  grows  narrower. 

OVER-HAULING,  (parcourir,  Fr.)  the  adt  of  opening  and  extending 
the  feveral  parts  of  a  tackle,  or  other  afleniblage  of  ropes,  communicating 
with  blocks  or  dead-eyes.  It  is  ufed  to  remove  thofe  blocks  to  a  fufficient 
diftance  from  each  other,  that  they  may  be  again  placed  in  a  ftate  of  aftion, 
fo  as  to  produce  the  effcft  required.     See  the  article  Tackle. 

Over-hauling,  is  alfo  vulgarly  exprefled  of  an  examination  or  infpec- 
tion  into  the  condition  of  a  perfon  or  thing. 

OVER-MASTED,  the  ftate  of  a  Ihip,  whofe  mafts  are  too  high,  or 
too  heavy^  for  the  weight  of  her  hull  to  counter-balance. 

OVER. 


O     V     E  OWN 

OVER-SETTING,  (chavirer,  Fr.)  the  aft  of  turning  any  thing  iipfide- 
down  ;  alfo  the  movement  of  a  fliip  when  flic  over-turns,  faire-capot,  (o 
that  the  keel  becomes  above  the  water,  and  the  mafts  under  the  furface. 

OUT,  (dehors,  FrJ  an  exprefTion  frequently  ufed  at  fea,  implying  the 
ficuation  of  the  fails  wlien  they  are  fet,  or  extended,  to  alTift  the  fhip's 
courfc  ;  as  oppofed  to  in  ;  which  is  alfo  applied,  in  the  contrary  fcnfe,  to 
fignify  that  fuch  fails  are  furled. 

OUT-FIT,  is  generally  ufed  to  fignify  the  cxpcnces  of  equipping  a  fliip 
for  a  fea-voyage  -,  or  of  arming  her  for  war,  or  both  together.  See  Fitting- 
out. 

OUT  OF  TR.IM,  (ctidormi,  Fr.)  the  (late  of  a  Ihip  when  flie  is  not  pro- 
perly balanced  for  the  purpofcs  of  navigation -,  which  is  either  occafioned 
by  the  fize,  or  pofition  of  her  mafls  and  fails  j  or  by  the  comparative 
quantity,  or  arrangement  of  her  cargo  and  ballafl:  in  the  hold. 

OUT-RIGGER,  a  ftrong  beam  of  timber,  of  which  there  are  fevcral 
fixed  on  the  fide  of  a  fliip,  and  proie6ling  from  it,  in  order  to  fecure  the 
mafls  in  the  adt  of  careening.     See  that  article. 

The  outer  ends  of  tb.efe  beams  arc  firmly  lafhed  to  a  bolt  in  the  fliip's 
fide  beneath,  by  which  they  are  enabled  to  fupport  the  mad,  by  counter- 
afting  the  drain  it  fuffers  from  the  effort  of  the  careening  tackles  ;  which 
being  applied  in  the  maft-head  draws  it  downwards,  fo  as  to  aft  upon  the 
vefTel  with  the  power  of  a  lever,  whofe  fulcrum  is  in  her  center  of  gra- 
vity. 

OuT-RicGER  is  alfo  a  Imall  boom,  occafionally  ufed  in  the  tops  to  thrufl 
out  the  breafl-back-flays  to  windward,  in  order  to  increafe  their  tenfion, 
and  thereby  give  additional  fecurity  to  the  top-maft. 

This  boom  is  ufually  furnifhed  with  a  tackle  at  it's  inner-end,  commu- 
nicating with  one  of  tlie  top-maft-flirouds  ;  and  has  a  notch  on  the  outer 
end  to  contain  the  back-flay,  and  keep  it  fleady  therein.  As  foon  as  the 
back-flay  is  drawn  tight,  by  means  or  it's  tackle  in  the  chains,  the  out- 
rigger is  applied  aloft,  which  forces  it  out  to  windward,  beyond  the  circle 
of  the  top,  lb  as  to  increafe  the  angle  which  the  maft  makes  with  the  back- 
flay,  and  accordingly  enable  the  latter  the  better  to  fupport  the  former. 

This  machine  is  fometimes  applied  without  any  tackle  -,  it  is  then  thrufl 
out  to  it's  ufual  diflance  beyond  the  top-rim,  where  it  is  fecurely  faften- 
ed  ;  after  which  the  back-ftay  is  placed  in  the  notch,  and  extended  below. 

OWNER,  the  proprietor  of  a  fhip,  by  whom  Ihe  is  freighted  to  the 
merchant  for  a  fea-voyage. 


Ee  P. 


PAC  PAR 


P. 


PACKET,  or  PACKET-BOAT,  Cpaquet,  Fr.)  a  vc^el  appointed  by 
the  government  to  carry  the  mail  of  letters,  packets,  and  exprefies 
from  one  kingdom  to  another  by  fea,  in  the  moft  expeditious  manner. 
Thus  the  packet-boats,  under  the  diredlion  of  the  poft-mafter-general  of 
Great  Britain,  carry  the  mails  from  Dover  to  Calais,  from  Falmouth  to 
Lifbon,  from  Harwich  to  Helvoctfluys,  and  from  Parkgate  to  Dublin. 

PADDLE,  (pagaie,  Fr.  pattal,  Welili)  a  fort  of  oar  ufed  by  the  favages 
of  Africa  and  America  to  navigate  their  canoes.  It  is  much  fhortcr  and 
broader  in  the  blade  than  the  oars  of  a  boat,  and  is  equally  employed  in 
rowing  and  fteering.     See  the  article  Canoe. 

PAINTER,  cableau,  Fr.  (probably  from  bindar.  Sax.  to  bind)  a  rope 
employed  to  fallen  a  boat  either  along-fide  of  the  fhip  to  which  fhe  belongs, 
or  to  fome  wharf,  key,  &c.  as  occaiion  requires. 

PALM,  (paume!,  Fr.)  an  implement  uled  inftead  of  a  thimble  in  the 
exercife  of  making  and  mending  fails.  It  is  formed  ot  a  piece  of  leather 
or  canvas,  on  the  middle  of  which  is  fixed  a  round  plate  of  iron,  of  an 
inch  in  diameter,  whofe  furface  is  pierced  with  a  number  of  fmall  holes, 
to  catch  the  head  of  the  fail-needle.  The  leather  is  formed  fo  as  to  encir- 
cle the  hand,  and  button  on  the  back  thereof,  while  the  iron  remains  in 
the  palm  -,  fo  that  the  whole  ftrength  of  the  hand  may  be  exerted  to  thruft 
the  needle  through  the  canvas,  when  it  is  ftiff  and  difficult  to  be  penetrated 
in  fewing. 

PANCH,  a  fort  of  thick  and  ftrong  mat,  or  texture,  formed  by  inter- 
weaving twifts  of  rope-yarn  as  clofc  as  pofl'iblc.  It  is  chiefly  ufed  to  faftcn 
on  the  outfide  of  the  yards,  or  rigging,  to  prevent  their  furfaces  from  being 
rubbed  by  the  fridion  of  fome  other  contiguous  objeft.  particularly  when 
the  veflel  is  rocked  by  a  tempeftuous  fea.     See  alfo  Mat. 

PARBUCKLE,  a  contrivance  ufed  by  fa'lors  to  lower  a  cafk  or  bale 
from  any  heighth,  as  the  top  of  a  wharf  or  key,  into  a  boat  or  lighter,  which 
lies  along-fide,  being  chiefly  employed  where  there  is  no  crane  or  tackle. 

It  is  fortned  by  fartcning  the  bight  oi  a  rope  to  a  poll',  or  ring,  upon  the 
wharf,  and  thence  palling  the  two  parts  ot  the  rope  under  the  two  quarters 
of  thecallc,and  bringing  them  back  again  over  it;  fo  that  when  the  two  lower 
parts  remain  firmly  attaclied  to  the  poll,  the  two  upper  parts  are  gradually 
flackcned  together,  and  the  barrel,  or  bale,  fufi'ered  to  roll  eafily  downward 
to  that  place  where  it  is  received  below.     This  method  is  alio  frequently 

ufed 


PAR  PAR 

nfed  by  mafons,  in  lifting  up  or  letting  down  large  ftone?,  when  they  arc 
employed  in  building  ;  and  from  tliem  it  has  probably  been  adopted  by 
Teamen. 

PARCELING,  certain  long  narrow  flips  of  canvas,  daubed  with  tar, 
and  frequently  bound  about  a  rope,  in  the  lame  manner  as  bandages  are 
applied  to  a  broken  limb  in  furgery. 

This  is  chiefly  praflifed  when  the  faid  rope  is  intended  to  be  ferved, 
at  which  time  the  parceling  is  laid  in  fpiral  turns,  as  fmoothly  upon  the 
furface  as  pofllble,  that  the  rope  may  not  become  uneven  and  full  of 
ridges.  It  is  alfo  employed  to  raifc  the  monfes^  which  are  formed  on  the 
Jlays  and  on  the  voyal^  being  firmly  fallened  by  rnarHng  it  from  one  end  to 
the  other. 

Parcelinc  a  femi,  is  laying  a  flared  of  canvas  upon  it,  and  daubing  it 
over  with  melted  pitcli,  both  above  and  below  the  canvas. 

PARLIAMENT-HEEL,  the  fituation  of  a  fhip,  when  flie  is  made  to 
ftoop  a  little  to  one  fide,  fo  as  to  clean  the  upper  part  of  her  bottom  on 
the  other  fide,  and  cover  it  with  a  new  compofition  ;  and  afterwards  to  per- 
form the  fame  office  on  that  part  of  the  bottom  which  was  firft  immerfed. 
The  application  of  a  new  compofition,  or  coat  of  fi:uff,  on  this  occafion,  is 
called  boot-topping.     See  that  article. 

PARREL,  {racage,  Fr.  probably  from  parallel)  a  macliine  ufed  to 
fallen  the  fail-yards  of  a  fliip  to  the  mafts,  in  fuch  a  manner  as  that  they 
may  be  eafily  hoirted  and  lowered  thereon,  as  occafion  requires. 

There  are  four  different  forts  of  parrels,  one  of  which  is  formed  of  a 
fingle  rope-,  another,  of  a  rope  communicating  with  an  afl"emblage  oi ribs 
and  trucks  -,  a  third,  of  a  rope  pafTing  through  lèverai  trucks,  without 
any  ribs  ;  and  the  fourth,  of  a  /;/(/},  by  whicli  the  yard  may  be  at  any  time 
llackened  from  the  mail:,  or  confined  thereto  as  clofe  as  poffible. 

The  firfl:  of  thefe,  which  is  alfo  the  fimpleft,  is  formed  of  a  piece  of  rope, 
well  covered  with  leather,  or  fpun-yarn,  and  furniflied  with  an  eye  at  each 
end.  The  middle  of  it  being  pafl^ed  round  the  middle  of  the  yard,  both 
parts  of  it  are  faftened  together  on  the  after-fide  of  the  yard,  and  the  two 
ends,  which  are  equally  long,  are  paflTcd  round  the  after-part  of  the  mad  ; 
and  one  of  them  being  brouglit  under,  and  the  other  over  the  yard,  the 
two  eyes  arc  lafhed  together  with  a  piece  of  fpun-yarn  on  the  fore-fide 
thereof,  whilft  another  lafliing  is  employed  to  bind  them  together,  behind 
the  mall,  according  to  the  inanner  defcribed  in  the  article  Marling. 

The  fécond  and  moft  complicated  is  compoled  of  ribs  and  trucks,  the 
former  of  which  are  long  Hat  pieces  of  wood,  having  two  holes  near  their 
ends,  bigots,  as  reprelented  by  fig.  rt.  plate  VIII.  the  latter,  pommes,  are 
fmall  globular  pieces,  />,  with  a  hole  through  the  middle,  of  the  fame  fize 
with  tnofe  of  the  ribs.  Between  every  two  ribs  are  placed  two  trucks,  of 
which  one  is  oppofite  to  the  upper  hole,  and  tiie  other  to  the  losver  holes  of 
both  ribs  -,  lb  that  the  parrel-rope,  bâtard,  which  pafll'S  through  the  whole, 
unices  them  together  like  a  ftring  of  beads. 

Le  2  In 


PAR  PAS 

In  order  to  iaflen  this  machine  i:  more  conveniently  about  the  maft  and 
yard,  fo  as  to  attach  the  latter  to  the  former,  the  parrel-rope  is  formed  of 
two  pieces,  each  of  which  are  furnifli'.'d  with  an  eye  at  one  end,  and  both 
eyes  lie  on  one  fide  of  the  maft  -,  tiuit  is  to  fay,  one  piece  of  the  rope  paflcs 
through  the  lower  part  of  the  parrel,  and  thence  under  ihe  yard,  whilft  the 
other  comes  through  the  upper  part  of  the  parrel  and  over  the  yard,  till 
both  eyes  meet  on  the  fore-fide  of  the  yard,  where  they  àxe  joined  together. 
The  other  two  ends  of  the  parrel-rope  are  paflcd  about  the  yard,  and  the 
hind  part  of  the  parrel  alternately,  till  the  latter  is  fufficiently  fecured  to  the 
former.  The  whole  proccfs  is  completed  by  marling  the  turns  of  the  parrel- 
rope  together,  fo  as  to  confine  them  clofe  in  the  cavity,  formed  on  the 
back  of  the  ribs,  as  exprefled  in  the  figure. 

The  third  is  nothing  more  than  a  fingle  rope,  with  any  number  of  trucks 
thereon,  fufficient  to  embrace  the  maft.  Thele  are  calculated  for  the  cheeks 
of  a  guff.     See  that  article. 

The  laft,  Vv'hich  are  known  by  the  name  of  trufs-parrels,  are  fomewhat 
refembling  the  firft,  only  that  inftead  of  being  faftened  by  lafhings,  the 
ropes,  of  which  they  are  compofed,  communicate  with  tackles  reaching  to 
the  deck,  fo  that  the  parrel  may  be  occafionally  flackened  or  ftraitened,  in 
order  to  let  tlie  yard  move  off  from  the  maft,  or  confine  it  thereto  as  ftriift- 
ly  as  pollible.  Tiie  laft  of  thefe  are  peculiar  to  the  lower-yards,  whereon 
they  are  extremely  convenient.  The  fécond  are  always  ufed  for  the  top- 
fail-yards,  and  frequently  for  the  lower-yards,  in  merchant-lhips  -,  and  the 
firft  are  feldom  employed  but  for  the  top-gallant-yards. 

PARSLING.     See  Parceling. 

PARTING,  (demurrer,  Fr.)  the  ftate  of  being  driven  from  the  anchors  ; 
exprefied  of  a  fliip,  when  flie  has  broke  her  cable  by  the  violence  of  the 
wind,  waves,  or  current,  or  all  of  them  together. 

PARTNERS,  (ctambraics,  Fr.)  certain  pieces  of  plank  nailed  round  the 
feveral  yc7.'//A'j,  or  holes,  in  a  fiiip's  deck,  wherein  are  contained  the  mafts 
and  capfterns.  They  are  ufed  to  ftrengthen  the  deck  where  it  is  weakened 
by  thofe  breaches,  but  particularly  to  fupport  it  when  the  maft  leans 
againft  ic  ;  as  impreffed  by  a  weight  of  fail,  or  when  the  capftern  bears 
forcibly  upon  it  whilft  charged  with  a  great  efibrt. 

Partners  is  alfo  a  name  given  occafionally  to  the  fcuttles  themfelves, 
wherein  the  mafts  and  capftern  are  fixed. 

PASS,  or  PASSPORT,  a  permifTion  granted  by  any  ftate  to  navigate 
5n  fomc  particular  fea,  without  hindrance  or  moleftation  from  it.  It  con- 
tains the  name  of  the  vcfiel,  and  that  of  the  mafter,  together  with  her  ton- 
nage, and  the  number  of  her  crew,  certifying  that  fiie  belongs  to  the  fub- 
iefts  of  a  particular  ftate,  and  requiring  all  perfons,  at  peace  with  that 
ilate,  to  fuffer  her  to  proceed  on  her  voyage  without  interruption. 

PASSAGE,  (traversée,  Fr.)  a  voyage  from  one  place  to  another  by 
fea-,  an  outward  or  homeward-bound  voyage. 

Passage -BOAT,  (barquette,  barquerole,  Fr.)  a  ferry-boat,  or  one  to  carry 
paffengers  or  kigo-age  by  water,  from  one  port  to  another. 

^      '  ^  PASSAREE, 


PAU  PEN 

PASSAREE,  a  rope  uied  to  faften  the  main-tack  down  to  the  fliip's 
fide,  a  little  behind  the  ches-tree.  This  contrivance  however  is  very  rare- 
ly ufed,  and  never  but  in  light  breezes  of  wind. 

PAUL,  (elinguet,  épaule,  Fr.)  a  certain  fhort  bar  of  wood,  or  iron,  fixed 

dole  to  the  capjleni,  or  icindUifs  of  a  fhip,  to  prevent  thofe  engines  from 

rolling  back,  or  giving  way,  when  they  are  employed  to  heave- in  the  cable, 

or  otherwife  charged  with  any  great  effort.     See  Capstern  and  Windlass. 

PAUNCH.     See  Panch. 

To  PAY,  (cfpûhncr,  Fr.)  as  a  naval  term,  implies  to  daub  or  anoint  the 
furface  of  any  body,  in  order  to  preferve  it  from  the  injuries  of  the  water, 
weather,  &c. 

Thus  tiie  bottom  of  a  fhip  is  paid  with  a  compofition  of  tallow,  fulphur, 
refin,  &c.  as  defcribed  in  the  article  Breaming. 

The  fides  of  a  fliip  are  uliially  p.iid  wiih  tar,  turpentine,  or  refin  -,  or  by  a 
compofition  of  tar  and  oil,  to  wliicii  is  fometimes  added  red  oker,  ike.  to 
protcifl  the  planks  thereof  from  being  fplit  by  the  fun  or  wind.  The  lower- 
inafts  are,  for  the  fame  realbns,  paid  with  materials  of  the  fame  fort,  if  we 
except  thofe,  along  which  their  refpeftive  fails  are  frequently  hoilled  and 
lowered  -,  fuch  are  the  mafts  oîjloops  and  fcbocners,  which  are  always  paid  with 
tallow  for  this  purpofe  :  for  the  fame  reafon  all  top-mafts  and  top-gallant- 
marts  are  alfo  paid  with  hog's  lard,  butter,  or  tallow.  See  Coat  and  Stuff. 
PAYING-OFF,  (aiatlue,  Fr.)  the  movement  by  which  a  fliip's  head 
falls  to  leeward  of  the  point  whither  it  was  previoufiy  dirciSted  :  particu- 
larly when,  by  negleft  of  the  helmfman,  fiie  had  inclined  to  windward  of 
her  courfe,  fo  as  to  make  the  head- fails  fhiver  in  the  wind,  and  retard  her 
velocity.     See  alfo  Falling-off. 

Paving-off  is  likewife  ufed  to  fignify  the  payment  of  the  (hip's  ofRccrs 
and  crew,  and  the  difcharge  of  the  Ihip  from  fervice,  in  order  to  be  laid- 
up  at  the  moorings. 

Paying-oi't,  or  Paving- away,  the  afl  of  fiackening  a  cable,  or  other 
rope,  fo  as  to  let  it  run  out  of  the  vcfl"cl  for  fome  particular  purpofe. 

PEAK,  or  PEEK,  a  name  given  to  the  upper-corner  of  all  thofe  fails 
which  are  extended  by  a  gaff,  or  by  a  yard  which  crofles  the  maft  oblique- 
ly, as  the  mizen-yard  of  a  (hip,  the  main-yard  of  a  hilandcr,  &c.  The  upper 
extremity  of  thofe  yards  and  gaffs  arc  alfo  denominated  the  peak.     Hence 

Peek-haliards,  are  the  ropes,  or  tackles,  by  which  the  outer  end  of 
a  gaff  is  hoifted,  as  oppofed  to  the  //.^jcrtZ-haliards,  which  are  applied  to 
tlie  inner  end.     See  Haliards. 

PEN,  (buchot.,  Fr.)  a  place  enclofed  by  hurdles,  for  fiihing  on  the 
lea-coafV. 

PENDENT,  (flamme,  Fr.)  a  fort  of  long  narrow  banner,  difplayed  from 
the  maft-head  of  a  fhip  of  war,  and  iifually  terminating  in  two  ends  or 
points,  as  expreffed  by  a,  fig.  4.  plate  V.  There  arc,  befides  others, 
])endents,  cornets,  of  a  larger  kind,  ufed  to  diftiinguiili  the  (Jiicf  of  a  fqua- 
dron  of  fiiips.     See  the  article  Commodore. 

Pendent,  (panloire,  Fr.)  is  alfo  a  (hort  piece  of  rope,  fixed  under  the 
fluouds,  upon  the  head  of  the  main-malt  and  fore-malt,  from  which  it  dé- 
fi peads 


PER  P     I     L 

pends  as  low  as  the  cat-harpm,  having  an  eye  in  tlic  lower  end,  which  is 
armed  with  an  iron  thimble,  to  prevent  the  eye  from  being  fretted  by  the 
hooks  of  the  main  and  fore-tackles,  &c. 

There  are,  bcfidcs,  many  other  pendents  of  the  latter  kind,  which  arc 
generally  fingle  or  double  ropes,  to  whofe  lower  extremities  is  attached  a 
block,  or  tackle  :  fuch  are  the  fifli-pendcnt,  the  yard-tackle-pendents,  the 
reef-tacklc-pendcnts,  &c.  all  of  which  are  employed  to  tranlmit  the  effort 
of  their  refpeftive  tackles  to  ibme  diftant  objeét. 

PERIAGUA,  a  fort  of  large  canoe,  iifcd  in  the  Leeward  iflands,  Soutli 
America,  and  the  gulf  of  Mexico.  It  differs  from  the  common  vcffcls 
of  that  name,  as  being  compoled  of  the  trunks  of  two  trees,  hollowed  and 
united  into  one  fabric  ;  whereas  thofe  which  are  properly  called  canoes, 
are  formed  of  tiie  body  of  one  tree.     See  Canoe. 

PIER,  a  ftrong  mound,  or  fence,  projeding  into  the  fea,  to  break  off 
the  violence  of  the  waves  from  the  entrance  of  a  harbour. 

PILLAGE,  {hutin,  Fr.)  the  plunder  of  a  prize  taken  from  an  enemy. 

PILLOW,  (couffin,  Fr.)  a  block  of  timber,  whereon  the  inner-end  of 
the  bowfprit  is  fupported.     See  Bowsprit. 

PILOT,  the  officer  who  fuperintends  the  navigation,  either  upon  the 
fea-coaft  or  on  the  main  ocean.  It  is,  however,  more  particularly  applied 
by  our  mariners  to  the  perlbn  charged  with  the  direftion  of  a  fhip's  courfe, 
on,  or  near  the  fea-coaft,  and  into  the  roads,  bays,  rivers,  havens,  &c. 
within  his  refpedive  diftrift*. 

•  The  regulations,  with  regard  to  pilots  in  the  royal  navy,  are  as  follow  :  The  command- 
ers of  the  king's  fhips,  in  order  to  give  all  reafonable  encouragement  to  io  ufeful  a  body  of 
men  as  pilots,  and  to  remove  all  their  objedlions  to  his  majefty's  fervice,  are  ftriftly  charged 
to  treat  them  with  good  ufage,  and  an  equal  refpeft  with  warrant-officers. 

"  The  purfer  of  the  (hip  is  always  to  have  a  fet  of  bedding  provided  on  board  for  the  pi. 
lots,  and  the  captain  is  to  order  the  boatfwain  to  fupply  them  with  hammocs,  and  a  conve- 
nient place  to  lie  in,  near  their  duty,  and  apart  from  the  common  men  ;  which  bedding  and 
hammocs  are  to  be  returned  when  the  pilots  leave  the  fhip. 

"  A  pilot,  when  conducing  one  of  his  majefty's  fhips  in  pilot-water,  fliall  have  the  fole 
charge  and  command  of  the  ftiip,  and  may  give  orders  for  fleering;  fetting,  trimming,  or 
furling  the  fails  ;  tacking  the  (hip  ;  or  whatever  concerns  the  navigation  :  and  the  captain  is 
to  take  care  that  all  the  officers  and  crew  obey  his  orders.  But  the  captain  is  diligently  to  ob- 
ferve  the  conduft  of  the  pilot,  and  if  he  judges  him  to  behave  foill  as  to  bring  the  fhip  into 
danger,  he  may  remove  him  from  the  command  and  charge  of  the  fliip,  and  take  fuch  me- 
thods for  her  prefervation  as  fhall  be  judged  neceffary;  remarking  upon  the  log-book  the  ex- 
ail  hour  and  time  when  the  pilot  was  removed  from  his  office,  and  the  reafons  afligned  for  it. 

"  Captains  of  the  king's  fhips,  employing  pilots  in  foreign  parts  of  his  majefty's  domi- 
nions, fhall,  after  performance  of  the  fervice,  give  a  certificate  thereof  to  the  pilot,  which 
being  produced  to  the  proper  naval-officer,  he  fhall  caufe  the  fame  to  be  immediately  paid  ; 
but  if  there  be  no  naval-olîicer  there,  the  captain  of  his  majefty's  fhip  fhall  pay  him,  and  fend 
the  proper  vouchers,  with  his  bill,  to  the  navy-board,  in  order  to  be  paid  as  bills  of  ex- 
change. 

"  Captains  of  his  majefty's  fhips,  employing  foreign  pilots,  lo  carry  the  fhips  they  com- 
mand into,  or  out  of  foreign  ports,  fhall  pay  them  the  rates  Que  by  the  eftablifhment  or 
cuflom  of  the  country,  before  they  difcharge  them  ;  whofe  receipts  being  duly  vouched, 
and  fent  with  a  certificate  of  the  fervice  performed,  to  the  navy-board,  they  iliall  caufe 
them  to  be  paid  with  the  fame  exaiStnefs  as  they  do  bills  of  exchange."  Regulations  and  In- 
J}ru3iens  of  tht  Sea  fervice,  Uc. 

6  PIN  ■ 


PIN  PIT 

PIN  of  a  block.     See  Block, 

PINK,  (pinque,  Fr.)  a  name  given  to  a  fliip  with  a  very  narrow  ft^rn  -, 
whence  all  veficls,  however  fmall,  whofe  Items  are  fafliioneJ  in  this  man- 
ner, are  called  pink-Jlerned. 

PINNACE,  a  I'mall  vefTel,  navigated  with  oars  and  fails,  and  having 
generally  two  malls,  which  are  rigged  like  thofe  of  a  Ichooner. 

Pinnace  is  alfo  a  boat,  ufually  rowed  with  eight  oars.  See  the  article 
Boat. 

PINTLES,  certain  pins  or  hooks,  faftened  upon  the  back  part  of  tl^e 
rudder,  with  their  points  downwards,  in  order  to  enter  into,  and  reft  upon 
the  googings^  fixed  on  the  ftern-poft  to  hang  the  rudder.     See  Helm. 

PIRATE,  (pirate,  Fr.  sTusoCn: ■,  Gr.)  a  lea-robber,  or  an  armed  fhip  thac 
roams  the  feas  without  any  legal  commiffion,  and  fcizes  or  plunders  every 
vefFel  flie  meets  indifcriminately,  whether  friends  or  enemies. 

The  colours  ufually  difplayed  by  pirates  are  faid  to  be  a  black  field,  with 
a  death's  head,  a  battle-cixc  and  hour-glafs.  The  laft  inftrument  is  gene- 
rally fuppofed  to  determine  the  tiine  allowed  to  the  prifoners,  whom  they 
take,  to  confider  whether  they  will  join  the  pirates  in  their  felonious  combina- 
tion, or  be  put  to  death,  which  is  often  perpetrated  in  the  moft  cruel  manner. 

Amongft  the  moft  celebrated  pirates  of  the  north  is  recorded  Alvilda, 
daughter  of  a  king  of  the  Goths,  named  Sypardus.  She  embraced  this  oc- 
cupation to  deliver  herfelf  from  the  violence  impofcd  on  her  inclination,  by 
3  marriage  with  A'f,  Ion  of  Signrus,  king  of  Denmark.  She  dreft  herfelf 
as  a  man,  and  compofed  her  band  of  rowers,  and  the  reft  of  her  crew,  of  a 
number  of  young  women,  attired  in  the  fame  manner.  Amongft  the  firft  of 
her  cruizes  fhe  touched  at  a  place  where  a  company  of  pirates  bewailed  the 
death  of  their  captain.  The  ftrangers  were  captivated  with  the  agreeable 
manners  of  Alvilda,  and  chofe  her  for  their  chief.  By  this  reinforcement 
fhe  became  fo  formidable  upon  the  fea,  that  prince  Alf  came  to  engage 
her.  She  iuftained  his  attacks  for  a  confiderable  time  ;  but,  in  a  vigorous 
a6lion,  Alf  boarded  her  vellel,  and  having  killed  the  greateft  part  of  her 
crew,  feized  tlie  captain,  namely  herfelf;  whom  nevertheleis  he  knew  not, 
becaufe  the  princefs  had  a  cafque  which  covered  her  vifage.  Being  mafter 
of  her  perfon,  he  removed  the  cafque,  and  in  fpite  of  her  difguife,  in- 
ftantly  recognized  her,  and  offered  her  hi?  hand  in  wedlock -{-. 

PITCH,  (br/jt,  Fr.  pix,  Lat.)  a  compofition,  black,  dry,  brittle,  and 
fliining,  which  remains  at  the  bottom  of  an  alembic  after  the  oil  of  turpen- 
tine is  drawn  off  by  dillillatiun.  It  is  ufed  in  caulking  a  Ihip,  to  fill  the 
chinks,  or  intervals  between  the  planks  of  her  fides,  or  decks,  or  bottom. 
It  is  fometimcs  mixed  with  rclin,  or  other  glutinous  material.  See  Tar. 
To  Pitch  ibe  fenms.     See  the  article  Pay. 

PnXTHlNG,  (tangage^  Fr.  appicciare,  Ital.)  may  be  defined,  the  verti- 
cal vibration  which  the  length  of  a  fliip  makes  about  her  center  of  gravity  v 
or  the  movement,  by  which  ftie  plunges  her  head  and  ajur-part  alternately 
into  the  hollow  of  the  fea. 

I  Hift.  Denmark,  hy  Saxo  Grammaticus. 

This 


P     L     A  PLU 

This  motion  may  proceed  from  two  caufcs  :  the  waves,  which  agitate 
the  vefll-l -,  and  the  wind  upon  the  fails,  which  makes  her  (loop  to  every 
blaft  thereof.  The  firft  abfolutely  depends  upon  the  agitation  of  the  fea, 
and  is  not  fufceptiblc  of  inquiry  -,  and  the  fécond  is  occafioned  by  the  in- 
clination of  the  niafts,  and  may  be  fiibmittcd  to  certain  eftabliflied 
maxims*. 

When  the  wind  acSts  upon  the  fails  the  mad  yields  to  it's  effort,  with  an 
inclination  which  incrcafcs  in  proportion  to  the  length  of  the  mafl  to  the 
augmentation  of  the  wind,  and  to  tHe  comparative  weight  and  diftribution 
of  the  fliip's  lading. 

The  repulfioii  of  the  water,  to  the  effort  of  gravity,  oppofes  itfclf  to  this 
inclination,  or  at  leaft  fuftains  it,  by  as  much  as  the  repulfion  cx.eeds  the 
momentum,  or  abfolutc  eftbrt  of  the  maft,  upon  which  the  wind  operates. 
At  the  end  of  each  blaft,  when  the  wind  fufpends  it's  action,  this  repul- 
fion lifts  the  vefiel  -,  and  thefc  fucceffive  inclinations  and  repulfions  pro- 
duce the  movement  of  pitching^  which  is  very  inconvenient  -,  and  when  it 
is  confiderable  will  greatly  retard  the  courfe,  as  well  as  endanger  the  maft, 
and  ftrain  the  veffel. 

PLANE,  a  term  ufed  by  fliipwrights,  implying  the  area,  or  imaginary 
furface,  contained  within  any  particular  outlines.  Thus  the  plane  of  ele- 
vation, plate  I.  exhibits  a  furface  limited  by  the  head  before,  by  the 
ftern  abaft,  by  the  keel  below,  and  by  the  upper  part  of  the  vellel's  fide 
above.  Thus  the  horizontal  plane,  in  the  fame  plate,  is  comprehended 
within  the  lines  which  defcribe  the  fiiip's  grcateft  breadth  and  length  -,  and 
thus  alfo  the  plane  of  projeftion,  reprefented  likewife  in  plate  I.  circum- 
fcribes  tlie  greateft  heighth  and  breadth  of  the  fame  vefiel. 

PLANKING,  (border,  Fr.)  the  aft  of  covering  and  lining  the  fides  of 
a  fliip  with  an  afiTemblage  of  oak  planks,  which  completes  the  procefs  of 
Ihip-building,  and  is  fometimes  called  laying  on  the  Jkin,  by  the  artificers. 
See  the  article  Building. 

The  breadth  and  thicknefs  of  all  the  planks  of  a  74  gun  fiiip,  as  alfo  of 
her  wales  and  thick-Jltiff,  are  exhibited  in  the  midfiiip  feftion,  plate  VII. 

PLAT,  (garcetie  de  cable,  Fr.)  a  fort  of  braided  cordage,  formed  of  fe- 
vtVdX  Jl rands  of  old  rope-yarn,  twifted  \nio  foxes.  It  is  ufed  to  wind  about 
that  part  of  the  cable  whicli  lies  in  the  hawfe-hoh,  or  againft  the  fore-part 
of  the  fiiip,  where  it  would  otherwife  be  greatly  injured  by  the  continual 
friftion,  produced  by  the  agitation  of  the  fhip  in  ftormy  weather.  See  the 
articles  Freshen  and  Service. 

PLUG,  (palardeux,  Fr.  plug,  Swed  J  certain  pieces  of  timber,  formed 
like  the  fruftum  of  a  cone,  and  ufed  to  ftop  the  hawfe-holes,  and  the 
breaches  made  in  tlie  body  of  a  fliip  by  cannon-balls  ;  the  former  of  which 
are  called  hawfe-plugs,  and  the  latter,  fiiot-plugs,  which  are  formed  of  va- 
rious fizes  in  proportion  to  the  holes  made  by  the  different  fizes  of  fliot, 
which  may  penetrate  the  fiiip's  fides  or  bottom  in  battle  -,  accordingly  they 
are  ahvays  ready  for  this  purpofe.     See  Engagement. 

*  Savericn,  Diet,  Marine. 

PLUNDER, 


PLU  POM 

PLUNDER,  (butin,  Fr.)  a  name  given  to  the  effeiSts  of  the  officers  or 
crew  of  a  prize,  which  are  pillaged  bv  the  captors. 

PLYING,  the  atl  of  making,  or  endeavouring  to  make,  a  progrefs 
againft  the  dircftion  of  the  wind.  Hence  a  fhip,  that  advances  well  in  her 
courfe  in  this  manner  of  failing,  is  faid  to  be  a  good  plyer,  boulinier.  See 
tile  articles  Beating  and  Tackintc 

Point,  a  low  angk%  or  arm  of  the  (hore,  which  projects  into  the  fea, 
or 'into  a  river,  beyond  the  reft  of  the  beech. 

POINTING,  the  operation  of  tapering  tiie  end  of  a  rope,  and  weaving 
a  fort  of  mat,  or  clofe  texture,  about  the  diminiflicd  part  of  it,  fo  as  to 
thruit  it  more  eafily  through  any  hole,  and  prevent  it  from  being  readily 
iintwifted.  Thus  the  end  of  a  ;vi?/"-/?w  is  pointed  fo,  that,  being  It iffer,  it 
may  more  readily  penetrate  the  eye-let  holes  of  the  reef;  and  the  ends  of 
the  Itrands  of  a  cable  are  occafionally  pointed,  for  the  greater  conveniency 
of  fplicing  it  to  another  cable,  elpecially  when  this  tafk  is  frequently  per- 
formed. The  extremities  of  the  fplice  of  a  cable  are  alfo  pointed,  that 
Jt  may  pafs  with  more  facility  through  the  hawfe-holcs. 

POINTS,  (garcettes  de  ris,  Fr.)  fhort  flat  pieces  of  braided  cordage, 
tapering  from  tiie  middle  towards  each  end,  and  ufcd  to  reef  the  courfcs 
and  top-fails  of  a  fliip.     See  the  article  Rf.ef. 

POLACRE,  a  fliip  with  three  mafts,  ufually  navigated  in  the  Levant, 
and  other  parts  of  ilu-  Mediterranean.  Thcfe  velftls  are  generally  furnifhej 
with  Iquare  fails  upon  ihe  main-maft,  and  lateen  fails  upon  the  tore-mall 
and  mizen-maft.  Some  of  them  however  carry  fquare  fiils  upon  all  the 
■three  mafts,  particularly  thofe  of  Provence  in  France.  Each  of  their  mails 
is  commonly  formed  of  one  piece,  fo  that  they  have  neither  top-maft  nor 
top-gallant-mart  -,  neither  have  they  any  hcrfes  to  their  yards,  bccaufe  the 
men  ftand  upon  the  top- fail-yard  to  loofe  or  furl  the  rop-gjllant-fail,  and 
on  the  lower-yard  to  reef ,  loofe,  or  furl  the  top- fail,  whole  yard  is  lowered 
fufficii-ntly  down  for  that  purpofe.     See  alfo  Xebec. 

POLE-AXE,  a  forf  of  hatchet  nearly  rcfembling  a  battle-axe,  having  an 
handle  about  15  inches  in  length,  and  being  furniflied  with  a  fliarp  point, 
x>r  claw,  bending  downwards  from  the  back  of  it's  head  ;  the  blade  whereof 
is  formed  like  that  of  any  other  hatchet.  It  is  principally  employed  to  cut 
away  and  deftroy  the  rigging  of  any  advcrfary  who  endeavours  to  board. 

Pole-axes  are  alfo  faicl  to  have  been  fuccefsfully  ufcd  on  fome  occafions 
in  boarding  an  enemy,  whofe  fides  were  above  thofe  of  the  boarder.  This 
is  executed  by  detaching  lèverai  gangs  to  enter  at  diffcrentv  parts  of  tlie 
fhip's  length,  at  which  time  the  pole-axes  are  forcibly  driven  into  her  fide, 
one  above  another,  fo  as  to  form  a  fort  of  fcaling-ladders. 
POLE-MAST.     See  the  article  M.^st. 

Umier  bare  Poles,  (e/re  à  fee,  Fr.)  the  fituation  of  a  fliip  at  fea  when  all 
her  fails  are  furled,  particularly  in  a  tempeft.  See  the  articles  Scl-dding 
and  Trvinc^ 

POMIGLION,  a  name  given  by  feamen  to  the  cafcabcl,  or  hindmoft 
I: nob  oF  a  cannon.     Sec  that  article. 

F  f  PONTOON 


PON  FOR 

PONTOON,  (pc7Ucu,  FrJ  a  low  flat  vcflcl,  nearly  rcfcmbling  a  lighter, 
or  barge  of  burthen,  and  fiirnifhed  with  cranes,  capjlerns,  tackles,  anil 
other  machinery  necelTary  for  careening  fhips  of  all  fizes.  Thefe  are  very 
common  in  the  principal  parts  of  the  Mediterranean,  but  are  rarely  ufed 
in  the  northern  parts  of  Europe. 

POOP,  (dumtte,  Fr.  pitppis^  Lat.)  the  higheft  and  aftmoft  deck  of  a 
fliip.     See  the  article  Deck. 

Poop-RovAL,  (dunette  fur  dunette,  Fr.)  a  lliort  deck,  or  platform,  placed 
over  the  aftmoft  part  of  the  poop  in  the  largeft  of  the  French  and  Spanilh 
men  of  war,  and  ferving  as  a  cabin  for  their  mafters  and  pilots.  This  is 
ufiially  called  the  top-gallant-poop  by  our  fliipwrights. 

I'OOPING,  the  Ihock  of  a  high  and  heavy  fea,  upon  the  ftern  or  quarter 
of  a  Hiip,  when  ^c  feuds  before  the  wind  in  a  tempeft.  This  circumllance 
is  extremely  ihingerous  to  the  vcflcl,  which  is  thereby  expofed  to  the  rifl<.  of 
having  her  whole  ftern  beat  inwards,  by  which  flie  would  be  immediately  laid 
open  ro  the  entrance  of  t!ic  fea,  and  of  courfe  founder  or  be  torn  to  pieces. 

PORT,  a  harbour  or  haven  on  the  fea-coaft.    See  the  article  H.arbour. 

Port  is  alfo  a  name  given,  on  fome  occafions,  to  the  larboard,  or  left-fide 
of  the  ftiip,  as  in  the  following  inftances  : 

The  fh'ip  heels  to  Port,  /'.  e.  ftoops  or  inclines  to  the  larboard  fide. 

Top  the  yard  to  Port  !  the  order  to  make  the  larboard  extremity  of  a  yard 
higher  than  the  other.     See  Topping. 

Port  the  helm!  the  order  to  put  the  helm  over  to  the  larboard-fide  of 
the  vefl"el. 

In  all  thefe  fenfes  this  phrafe  appears  intended  to  prevent  any  miftakcs 
happening  from  the  fimilarity  of  founds  in  the  words  ftarboard  and  lar- 
board, particularly  when  they  relate  to  the  helm,  where  a  mifapprehenfion 
might  be  attended  with  very  dangerous  confequences. 

PORTS,  (fabords,  Fr.)  the  enibrafures  or  openings  in  the  fide  of  a  ftiip  of 
war,  wherein  the  artillery  is  ranged  in  battery  upon  the  decks  above  and  below. 

The  ports  are  formed  of  a  fufficient  extent  to  point  and  fire  the  cannon, 
without  injuring  the  Hiip's  fide  by  the  recoil  ;  and  as  it  ferves  no  end  to  en- 
large them  beyond  what  is  neceflary  for  that  purpofe,  the  fhipwrights  have 
eftabliflied  certain  dimenfions,  by  which  they  are  cut  in  proportion  to  the 
fize  of  the  cannon. 

The  ports  are  fhut  in  at  fea  by  a  fort  of  hanging-doors,  called  the  port-lids, 
mantelets;  which  are  faftened  by  hinges  to  their  upper-edges,  fo  as  to  lee 
down  when  the  cannon  are  drawn  into  the  fhip.  By  this  means  the  water  is 
prevented  from  entering  the  lower-decks  in  a  turbulent  fea.  The  lower  and 
upper  edges  of  the  ports  are  always  parallel  to  the  deck,  fo  that  the  guns, 
when  levelled  in  their  carriages,  are  all  equally  high  above  the  lower  extre- 
mity of  the  ports  which  is  called  the  port-cells.  The  ports  are  exhibited, 
throughout  the  fliip's  whole  length,  by  H.  in  the  Elevatiom,  plate  I. 
They  are  alfo  reprefented  uporra  larger  fcale  in  plate  IV.  fig.  lo.  and  plate 
VIII.  fig.  3.  The  gun-room-ports,  in  the  ftiip's  counter,  are  exprefled  by 
H.  fig.  I.  plate  X.     See  alfo  the  articles  Deck  and  Cannon. 

POWDER, 


P     O     \V  P     R      I 

POWDER-CriESTS,  certain  fmall  boxes,  charged  with  powder  an:l 
a  quantity  of  old  nails,  or  Iplinters  of  iron,  and  fallened  occafionally  on 
the  decks  and  fides  of  a  fliip,  in  order  to  be  difchargcd  on  an  enemy  who 
attempts  to  feize  her  by  boarding.     Sec  tiiat  article. 

Thcfe  cafes  are  ufually  from  12  to  i8  inches  in  length,  and  about  S  or 
ID  in  breadth,  liaving  tiicir  outer  or  upper-part  terminating  in  an  edge. 
They  are  nailed  to  lèverai  places  of  tiie  quarter,  the  quarter-deck  and  bulk- 
lieud  ol  the  waiiV,  having  a  train  of  powder  which  communicate^  with  tlie 
inner  apartments  of  the  Ihip,  fo  as  to  be  fired  at  pleafure  to  annoy  the  ene- 
iny.  They  are  particularly  ufed  in  merchant-fliips,  which  are  furniflied 
with  clofe-quartcrs  to  oppofe  the  boarders.     See  Close-Quarters. 

PRAM,  or  FRAME,  a  fort  of  lighter,  ufed  in  Holland  and  the  ports 
of  the  Baltic  fea,  to  carry  the  cargo  of  a  merchant-fliip  dong-fide,  in  order 
to  lade  her  :  or  to  bring  it  alhorc  to  be  lodged  in  the  ftore-houfes  after  be- 
ing difchargcd  out  of  the  veflel. 

PRATIC,  (piatique,  Fr.)  a  term  ufed  in  the  European  ports  of  the 
Mediterranean  lea,  implying  free  intercourfe  or  communication  with  the 
natives  of  the  country,  after  a  limited  quarantine  has  been  performed,  in 
confequence  of  a  voyage  to  Barbary  or  Turky. 

PREVENTER,  an  additional  rope,  employed  at  times  to  fupport  any 
other,  when  the  latter  fuffers  an  unufual  ilrain,  particularly  in  a  ftrong 
gale  of  wind  ;  as  the 

Prevent£R-brace,  a  temporary  brace,  fixed  occafionally  to  fuccour 
the  main  or  fore-yard  of  a  Oiip,  but  particularly  the  latter,  when  it  is 
charged  v/ith  a  greater  effort  than  ufual,  and  which,  it  is  apprehended,  the 
common  (landing  braces  would  not  be  able  to  fupport.     See  Brace, 

Pkeventlr-shrouds,  and  Preventer-stays,  are  applied,  in  the  fame 
manner,  to  fervc  the  fame  purpoies  ;  and  may  be  eafily  underllood  by  re- 
ferring to  the  articles  Shroud  and  Stav. 

PRICKING  the  chart,  {pointer,  Fr.)  the  ad  of  tracing  a  fliip's  courfe 
upon  a  marine  chart,  by  the  help  of  a  fcale  and  compalVes,  fo  as  to  difco- 
ver  her  prefcnt  fituation. 

Pricking  the  fails,  the  a6t  of  ftitching  two  cloths  of  a  fa"l  together 
along  the  fpace  comprehended  between  the  two  edges,  or  fclvages,  that 
overlay  each  other.  Or,  it  is  the  fowing  a  middle-leam  between  the  two 
fcams  which  are  employed  to  unite  every  cloth  of  a  fail  to  the  next  ad- 
joining. This  operation  is  rarely  perfornx'd  till  the_ fails  have  bccen  worn 
lor  a  confiderable  time,  fo  that  the  twine,  witli  which  they  were  originally 
fcwed,  is  become  very  feeble  and  incap.ible  of  refilling  the  efi'orts  of  a 
Itrong  gale  of  wind. 

PRIMING,  the  train  of  powder  which  is  laid  from  the  opening  of  the 
touch-hole  along  the  cavity  of  the  pan,  in  order  to  fire  the  piece  :  alfo  the 
operation  ot  laying  this  train.     See  the  articles  Cannon  and  Exlrcise. 

PRIMING-WIRE,  or  PRIMING-IRON,  a  fort  of  iron-needic,  em- 
jiloyed  to  penetrate  tiie  touch-hole  of  a  cannon,  when  it  is  loaded,   in  o'r- 

F  f  2  der 


r     R      I  PUD 

dcr  to  difcovcr  whether  the  powder  contained  therein  is  thoroughly  dry^ 
and  fit  tor  imnu-diatc  I'crvice. 

PKlVATliEU,  a  vcflll  of  war,  armed  and  eqviipped  by  pariiriilar 
merchants,  and  hirninit:d  with  a  niilirary  coinminion  by  the  admiralty,  or 
the  officers  who  fiiperintend  the  marine  department  of  a  country,  to  cruife 
againft  the  enen'.y,  and  take,  fink,  or  burn  their  (hipping,  or  otherwifc 
aiinoy  iliem  as  opportunity  olTers.  Thcfe  vefTcls  are  generally  governed  on 
the  fame  plan  with  his  majelly's  fliips,  although  they  are  guilty  of  many 
fcandalous  depredations,  which  are  very  rarely  pradlifed  by  the  latter. 

PRIZL",  a  veflel  taken  from  the  enemy  by  a  fhip  of  war,  privateer,  or 
atir.ed  mere  hantman  *. 

PRIZING,  the  application  of  a  Icvci"  to  move  any  weighty  body,  as  a 
calk,  anclior,  cannon,  &c. 

PROP,  {^uocl,  Fr.)     See  Shore. 

PRO'I'LST,  an  inftrument,  drawn  up  in  writing,  and  attcftcd  before 
a  juftice  of  peace,  by  the  mailer  and  a  part  of  the  fliip's  crew  after  tiie 
expiration  or  a  voyage,  defcribing  the  feverity  of  the  faid  voyage,  occa- 
fiuiied  by  tcmpeftuous  weatiier,  heavy  fcas,  an  iniufficient  crew,  or  any 
oth.-r  circuniftances  by  which  the  fliip  has  fuflered,  or  may  kifîlr,  either 
in  her  hull,  mads,  rigging,  or  cargo.  It  is  chiefly  intended  to  Ihew,  that 
J'uch  damages  or  misfortunes  did  not  happen  through  any  negleft  or  ill 
condutfi:  of  the  mailer  or  his  officers. 

PROW,  (proue,  Fr.  pfos.  Lat.)  a  name  given  by  feamen  to  the  beak, 
or  pointed  cut-water  of  a  polacre,  xebeck,  or  galley.  The  upper-part  of 
the  prow,  in  thole  vcflels,  is  ulually  furnifhed  with  a  grating-platform  for 
the  convenience  of  the  feamen  who  walk  out  to  perform  whatever  is  nc- 
ceiTary  about  the  fails  or  rigging  in  the  bowfprit. 

PIJDENING,  {bourrelet,  Fr.)  a  thick  wreath,  or  circle  of  cordage,  taper- 
ing from  the  middle  towards  the  ends,  and  faflened  about  the  main-mail 
and  fore- maft  of  a  fliip,  to  prevent  their  yards  from  falling  down,  when, 
the  ropes  by  which  they  are  ufually  lufpended  are  ffiot  away  in  battle. 

The  pudening,  which  is  reprefented  by  fig.  i.  plate  VIII.  is  generally 
formed  in  the  following  manner  :  A  fmall  piece  of  rope,  whofe  length  is 
twice  the  diameter  of  the  maft,  is  fpliced  together  at  the  two  ends,  and 
being  thus  doubled  and  extended,  a  thimble  is  feized  into  each  of  the  ex- 

*  The  regulations  with  regard  to  prizes  in  the  royal  navy  are  as  follow  : 

"  I.  When  any  (hip  or  veilelis  taken  from  the  enemy,  the  hatches  are  to  be  immediately 
fpiked  up,  and  her  lading  and  furniture  fecured  from  embezzlement,  till  fenteiice  is  pafied 
upon  her  in  fome  court  of  admiralty,  empowered  to  take  cognizance  of  caufes  of  that  nature. 

"  II.  The  captain  is  to  caufe  the  officers  of  the  prize  to  be  examined  ;  three  or  more  of 
the  company,  who  can  give  bed  evidence,  to  be  brought  to  the  faid  court  of  admiralty,  toge- 
ther with  the  charter-parties,  bills  of  lading,  and  other  fliip's  papers  found  on  board. 

"  V.  When  a  privateer  is  taken,  great  care  is  to  be  had  to  fecure  all  the  fliip's  papers, 
efpecially  the  ccmmiffion  ;  but  if  there  be  no  legal  commiffion  found  on  board,  then  all 
the  prifoners  are  to  be  carried  before  fome  magiftrate,  in  order  to  their  being  examined  and 
ccmmitted  aspirates." 

N.  B.  The  third  and  fourth  articles  relate  to  the  finding  any  of  the  king's  fubjefls  in  the 
priies  i  and  appear  unneceflary  in  this  place, 

tremities. 


P     U     L  P     U     M 

treniitics.  After  tliis  a  large  quantity  of  parceling  is  firmly  worrd  about 
it's  iiuface  in  fuch  a  manner  as  to  make  it  gradually  larger  from  the  two 
ends  towards  the  middle.  It  is  aftcrsvards,  once  or  twice,  ferved  with' 
fpun-yarn  throughout  it's  whole  length,  to  bind  the  parceling  more  clofe- 
ly,  and  render  it  firmer  and  more  compaâ:  -,  and  the  whole  is  completed 
by  pointing  it  on  the  furface.  Being  then  fitted  with  a  laniard  at  one  of  the 
eye«,  it  is  fixed  about  the  maft  by  pafung  the  laniard  alternately  through 
both  eyes  or  thimbles  on  the  fore-fide  of  the  maft.  See  alfo  Dolphin. 
PULLING,  a  name  given  by  failors  to  the  atSt  of  rowing  with  the  oars. 
PUMP,  a  well-known  machine,  ufed  to  difcharge  the  water  from  the 
fliip's  bottom  into  the  fca. 

The  common  pump  is  fo  generally  underftood,  that  it  hardly  requires 
any  delcription.  It  is  a  long  wooden  tube,  whofe  lower  end  rcfts  upon  the 
ftip's  bottom,  between  the  timbers,  in  an  apartment  called  the  -ncll,  in- 
cloled  for  this  purpofe  near  tlie  middle  of  the  fliip's  length. 

Tiiis  pump  is  managed  by  means  of  the  brake,  and  the  two  boxes,  or 
pillons.  Near  the  middle  of  the  tube,  in  the  chamber  of  the  pump,  is 
fixed  the  lower-box,  which  is  furnifhed  with  a  ftaple,  by  which  it  may  at 
any  time  be  hooked  and  drawn  up,  in  order  to  examine  it.  To  the  upper- 
box  is  fixed  a  long  bar  of  iron,  called  the  fpear,  whofe  upper-end  is  faftened 
to  the  end  of  the  brake,  by  means  of  an  iron  bolt  paffing  through  botli. 
At  a  fmall  diilance  from  this  bolt  the  brake  is  confined  by  another  bolt 
between  two  cheeks,  or  ears,  fixed  perpendicularly  on  the  top  of  the  jnmip. 
Ihus  the  brake  a61:s  upon  the  fpear  as  a  lever,  whofe  fulcrum  is  the  bolt 
between  the  two  cheeks,  and  difcharges  the  water  by  means  of  the  valves, 
or  clappers,  fixed  on  the  upper  and  lower  boxes. 

Thele  forts  of  pumps,  however,  are  very  rarely  ufed  in  fhipsof  war,  un- 
lefs  of  the  fmallefl:  fize.  The  moft  ufeful  machine  of  this  kind,  in  large 
Ihips,  is  the  chain-pump,  which  is  univcrfally  ufed  in  the  navy.  This  is 
no  other  than  a  long  chain,  equipped  with  a  fufficient  number  of  valves,  at 
proper  dillances,  which  pafils  downward  through  a  wooden  tube,  and  re- 
turns upward  in  the  fame  manner  on  the  other  fide.  It  is  managed  by  a 
roller  o\- liinch,  whereon  feveral  men  may  be  employed  at  once-,  and  thus  it 
difcharges,  in  a  limited  time,  a  much  greater  quantity  of  water  than  the  com- 
mon pump,  and  that  with  lefs  fatigue  and  inconvenience  to  the  labourers. 

This  machine  is  neverthelefs  expofed  to  feveral  difagreeable  accidents 
by  the  nature  of  it's  conftrudion.  The  chain  is  of  too  complicated  a  fa- 
bric, and  the  fproket-whccls,  employed  to  wind  it  up  from  the  fliip's 
bottom,  are  deficient  in  a  very  material  circumfl;ance,  viz.  fome  contrivance 
to  prevent  tiie  chain  from  Aiding  or  jerking  back  upon  the  lurtace  ot  the 
wheel,  which  frequently  happens  when  tlie  valves  are  charged  with  a  con- 
fidcrable  weight  of  water,  or  when  the  pump  is  violently  worked.  The 
links  are  evidently  too  fliort,  and  the  immeciianical  manner,  in  which  they 
are  conncdcd,  cxpofes  tiicm  to  a  great  friiftion  in  pafling  round  the  wheels. 
Hence  they  arc  fometimes  apt  to  break  or  burfl;  afunder  in  very  dangerous 
fituations,  when  it  is  extremely  diflicult  or  impratfticuble  to  repair  the  chain. 

The 


P     U     M  P     U     M 

T!ie  conficicration  of  the  known  inconveniences  of  the  above  machine 
has  given  rile  to  the  invention  of  fevcral  others  v/hich  Ihoukl  better  anfwer 
the  piirpofe.  They  have  been  offered  to  the  public  one  after  another  with 
pompous  recommendations  by  their  refpeclive  projcftors,  who  have  never 
tailed  to  report  tlieir  eltliSts  as  confiderably  luperior  to  that  of  the  thain- 
pvimp  witii  which  they  have  been  tried.  It  is  however  much  to  be  la- 
mented, that  in  thefe  fort  of  tr'als  there  is  not  always  a  fcrupulous  attention 
to  what  may  be  called  mechanical  jultice.  The  artid,  who  wiflic.^  to  intro- 
duce a  new  piece  of  mechanifm,  has  generally  fufficicnt  addrcfs  to  compare 
it's  effects  with  one  of  the  former  machines  which  is  crazy  or  out  of  repair. 
A  report  of  this  kind  indeed  favours  flrongly  of  the  evidence  of  a  falfe 
witnefs,  but  this  finelîe  is  not  always  difcovered.  The  perfons  appointed  to 
fuperintend  the  comparative  efîects  of  the  different  pumps,  have  not  always 
a  competent  knowledge  of  hydraulics  to  deteifb  thefe  artifices,  or  to  re- 
mark with  precifion  the  dcfeds  and  advantages  of  thole  machines  as  op- 
poled  to  each  other.  Thus  the  lèverai  inventions  propofed  to  fupplant 
tlie  chain-pump  have  hitherto  proved  inelredual,  and  are  now  no  longer 
lemembered. 

Of  late,  however,  fome  confiderable  improvements  have  been  made  on  the 
naval  ch.iin-pump,  by  Mr.  Cole,  under  the  direftion  of  Capt.  Bentinck. 
The  chain  ot  this  machine  is  more  fimplc  and  meciianical,  and  much  lefs 
cxpofed  to  damage.  It  is  exactly  iimilar  to  that  of  tJie  fire  engine,  and  ap- 
pears to  have  been  firft  applied  to  the  pump  by  Mr.  Mylne,  to  exhauil  the 
water  from  the  cailTons  at  Black-friars  bridge.  It  has  thence  been  transferred 
to  the  marine  by  Capt.  Bentinck,  after  having  received  fome  material  addi- 
tions to  anfwer  that  fervlce.  The  principal  fuperiority  of  this  pump  to  the 
former  is,  i.  That  the  chain  is  more  fimple  and  more  eafdy  worked,  and 
of  courfe  lefs  expofed  to  injuries  by  friftion.  2.  That  the  chain  is  fe- 
cured  upon  the  wheel,  and  thereby  prevented  from  jerking  back  when 
charged  with  a  column  of  water.  3.  That  it  may  be  eafily  taken  up  and 
repaired  when  broken,  or  choaked  with  ballafi:,  &c.  4.  That  it  dilcharges 
a  much  greater  quantity  of  water  with  an  inferior  number  of  men. 

As  we  wifli  to  pay  all  pofTible  attention  in  this  work  to  every  improve- 
ment in  the  marine,  we  have  exhibited  in  plate  VIII.  a  feclion  of  this  ma- 
chine at  large,  as  fixed  in  a  frigate  of  war,  fig.  2.  wherein  A  is  the  keel, 
and  V  the  floor-timbers,  and  X  the  kelfon,  aaa  the  lèverai  links  of  the 
chain,  b  b  the  valves,  C  the  upper  wheels,  D  the  lower  wheels,  c  c  the 
cavities  upon  the  furface  of  the  wheels  to  receive  the  valves  as  they  pafs 
round  thereon,  d  d  the  bolts  fixed  acrofs  the  furface  of  the  wheels,  to  fall  in 
tiie  interval  between  every  two  links,  to  prevent  tlie  chain  from  Aiding 
back. 

The  links  of  the  chain,  which  are  no  other  than  two  long  plates  of  iron 
with  a  hole  at  each  end,  and  fixed  together  by  two  bolts  lerving  as  axles, 
are  reprefented  on  a  larger  fcale  as  a  a.  The  valves  are  two  circular  plates 
of  iron  with  a  piece  of  leather  between  them  :  thefe  are  alio  exhibited  at 
large  by  b  b. 

5  Upon 


P     U     M 


PUR 


Upon  a  trial  of  this  machine  with  the  old  chain-pump  aboard  the  Sea- 
ford  frigate,  it  appears,  in  a  report  figned  by  rear-admiral  Sir  John  Moore, 
12  captains,  and  ii  lieutenants  of  his  majefty's  navy,  that  it's  effects, 
when  compared  with  tiic  latter,  were  as  follow. 


New  Pump.                                                              Old  Pumj 

). 

NurabtT 
of  Men. 

Tuns  of 
Water. 

Seconds. 
of  Timi:. 

Number 
of  Men. 

Tur.s  of 
Waicr. 

Seconds 
of  Time. 

4 

2 

I 
I 

43^ 

5  5 

7 

4 

I 

I 

7^ 

The  fubfcribers  further  certify,  that  the  chain  of  the  new  pump  was 
dropped  into  the  well,  and  afterwards  taken  up  and  repaired  and  fet  at  work, 
again  in  two  minutes  and  a  half;  and  that  they  have  fcen  the  lo\ver  wheel 
of  the  faid  pump  taken  up  to  Ihow  how  readily  it  might  be  cleared  and  re- 
fitted for  adtion,  after  being  choaked  with  land  or  gravel;  which  they  are  of 
opinion  may  be  performed  in  four  or  five  minutes. 

FvMP-fpear,  (barre  dc  pompe,  Fr.) 

PUNT,  a  fort  of  flat-bottomed  boat,  whofe  floor  refembles  the  platform 
of  a  floating-ftage.  It  is  uled  by  the  naval  artificers,  eitlier  in  caulking^ 
bretiming,  or  repairing  the  bottom  of  a  fhip. 

PURCHASE,  a  name  given  by  failors  to  any  fort  of  mechanical  power 
employed  in  raifmg  or  removing  heavy  bodies,  or  in  fixing  or  extendino- 
the  fiiip's  rigging.  Such  are  tlie  tackles,  windlafles,  caplterns,  fcrcws,  and 
hancifpikes. 

PURSl'Ti,  an  officer  appointed  by  the  lords  of  the  admiralty,  to  take 
charge  of  tlic  provifions  of  a  fliip  of  war,  and  to  fee  that  they  are  carefully 
dilbibutcd  to  the  officers  and  crew,  according  to  the  inftruc^ions  wiiich  he 
has  received  from  the  commiffioners  of  the  navy  for  that  purpofe. 


Q. 


Q^   U     A  Q^   U     A 


QUADRANT,  an  infkrument  ufed  to  take  the  altitude  of  the  fun  or 
ftars  at  fea,  in  order  to  determine  the  latitude  of  the  pLce  ;  or  the 
fun's  azimuth,  fo  as  to  afcertain  the  magnetical  variation. 

Thcfc  inltruments  are  varioully  conllruded,  and  by  confequence  the  ap- 
paratus of  each  kind  is  fomewhat  different  from  thofc  ot  the  others,  ac- 
cording to  the  improvements  they  have  at  different  times  received  from  fe- 
vcral  ingenious  artifts. 

As  all  the  different  kinds  of  quadrants  are  circumftantially  dcfcribed, 
either  in  printed  directions  to  ule  them,  or  in  other  books,  a  particular 
account  of  them  here  might  reafonably  be  cfleemed  fuperfluous.  It  fuffices 
to  fay  that  tht  moft  ufeful,  as  well  as  the  moft  general,  for  taking  obferva- 
lions  at  fea  is  the  oilant,  originally  invented  by  Sir  Ifaac  Newton,  and  fince 
that  time  improved  and  brought  into  pradice  by  Meff.  Godfrey  and  Hadley, 
It  may  not  however  be  unneceflary  to  remark,  that  the  back-obfervation, 
which,  in  many  fituations,  is  certainly  more  accurate  and  ufctul  than  that 
which  is  taken  in  front,  is  almoit  totally  negleded  by  our  obfervers,  under 
pretence  of  it's  being  more  uncertain,  or  more  liable  to  error  :  but  rcally 
becaufc  it  is  fomewhat  more  difficult  to  learn.  We  may  venture  to  afHrni 
however,  that  no  artill,  who  thoroughly  underftands  the  operation,  will 
ever  advance  fo  abfurd  an  objeèlion,  unlefs  we  ffiould  doubt  the  tcftimony 
of  a  multitude  of  experiments. 

.QLIAKANTINE,  theftate  of  the  pcrfons  who  are  reftrained  within  the 
limits  of  a  fliip,  or  lazaretto-,  or  otherwife  prevented  from  having  a  free 
communication  with  the  inhabitants  of  any  country,  till  the  expiration  of 
an  appointed  time,  during  which  they  are  repeatedly  examined  with  regard 
to  their  health.  It  is  chiefly  intended  to  prevent  the  importation  of  the 
plague,  from  the  countries  under  the  dominion  of  the  Turks. 

QUARTER  cf  apip,  (hanche,  Fr.)  that  part  of  a  Ihip's  fide  which 
lies  towards  the  ftern  -,  or  which  is  comprehended  between  the  aftmoft  end 
of  the  main  chains  and  the  fides  of  the  Jlern,  where  it  is  terminated  by  the 
quarter-pieces. 

Although  the  lines  by  which  the  quarter  and  bow  of  a  fliip,  with  refpedl 
to  her  length,  are  only  imaginary,  yet  experience  appears  fufficiently  to 
have  afcertained  their  limits  :  fo  that  if  we  were  to  divide  the  fliip's  fides 
into  five  equal  portions,  the  names  of  each  fpace  would  be  readily  enough 
€xprc0ed.  Thus  the  firft,  from  the  ftern,  would  be  the  quarter  ;  the  fécond, 
a  abaft 


Q^   U     A  Q_    U     A 

abaft  the  midfhips  ;  the  third,  the  midfhips  -,  the  fourth,  before  the  mid- 
fhips  ;  and  the  fifth,  the  bow.  Whether  thcfe  divifions,  which  m  reality 
are  fomewhat  arbitrary,  are  altogether  improper,  may  be  readily  dil'covcred 
by  referring  to  the  mutual  fituation  or  approach  of  two  adjacent  veflTels. 
The  enemy  boarded  us  on  the  larboard-fide  !  Whereabouts  ?  Abaft  the 
midfhips,  before  the  midfhips,  &c. 

Plate  VIII.  fig.  3.  reprefents  a  geometrical  elevation  of  the  quarter  of  a 
74  gun  fhip,  as  correfponding  with  the  other  figures  of  a  lliip  of  the  fame 
race,  delineated  upon  the  fame  plate.  See  the  articles  Head,  Midship- 
Frame,  and  Stern. 

In  this  figure,  all  the  parts  are  diftinguiflied  by  the  fame  letters  as  thofe 
in  the  plane  of  elevation,  plate  I.  wherein  the  quarter  is  continual  into 
the  fide,  upon  a  fmaller  fcale. 

Explanation  of  fig.  3.   plate  VIII. 

A  the  keel,  with  n  the  falfe  keel  beneath  it. 

B  the  ftern-poft. 

D  D  the  quarter-gallery,  with  it's  balluftrades  and  windows. 

E  F  the  quarter-pieces,  which  limit  and  form  the  outlines  of  the  ftcrn, 

F  the  tafFarel,  or  upper  pieces  of  the  ftern. 

F  G  the  profile  of  the  ftern,  with  it's  galleries. 

H  the  gun-ports  of  the  lower-deck. 

/>  the  gun-ports  of  the  upper  and  quarter-deck. 

I  the  after-part  of  the  mizen-channel. 

K  the  wing-tranfom. 

K  G  the  lower  counter. 

L  B  the  ftation  of  the  deck-tranfom. 

L  Q^the  after-part  of  the  main-wale, 

D  R  the  after-part  of  the  channel-wale,  parallel  to  the  msin-walc. 

S  U  the  flieer-rail,  parallel  to  both  wales. 

T  /  the  rudder. 

A/ F  the  rake  of  the  ftern. 

P  /  /  the  drift- rails. 

T  u  the  after-part  of  the  load  •water-line. 

kkl  the  curve  of  the  feveral  decks  correfponding  to  thofe  reprcfentcd 
in  the  head. 

As  the  marks,  by  which  veflels  of  different  conftrudions  are  diftinguifh- 
ed  from  each  other,  are  generally  more  confpicuous  on  the  ftcrn,  or  quar- 
ter, tlian  any  other  part,  we  have  reprefented,  in  plate  VIII.  fome  or  the 
quarters,  which  alTume  the  moll  different  fhapes,  and  form  die  greatcft 
contraft  with  each  otiier. 

Fig.  4.  Hiews  the  ftern  and  quarter  of  a  Dutch  flight. 

Fig.  5.  the  ftcrn  and  quarter  of  a  cat. 

Fig.  8.  is  the  ftcrn  and  quarter  of  a  common  galley. 

Fig.  9.  exhibits  the  quarter  of  a  firft-rate  galley,  otherwife  called  a  gal- 
leafte. 

G  g  Fig. 


Q^   U     A  Q^    U     A 

Fig.  6.  the  quarter  of  a  Dutch  dogger,  or  galliot. 

Fig.  7.  reprefcnts  the  ftern  and  quarter  of  a  floop  of  war. 

1  he  quarters  of  all  other  fhips  have  a  near  affinity  to  thofe  above  exhi- 
bited. Thus  all  fhips  of  the  line,  and  Eaft-Indiainen,  are  formed  with  a 
quarter  little  differing  from  the  principal  figure  in  this  plate.  Xebecs  have 
quarters  nearly  refembling  thofe  of  galeafies,  only  fomewhat  higher.  Hag- 
boats  and  pinks  approach  the  figure  oï  cats,  the  former  being  alittle  broader 
in  the  ftern,  and  the  latter  a  little  narrower-,  and  the  fterns  and  quarters  of 
cats  feem  to  be  derived  from  thofe  of  fly-boats.  The  fterns  of  Dutch 
doggers  and  galliots  are  indeed  fingular,  and  like  thofe  of  no  other  modem 
veflel  :  they  have  neverthelefs  a  great  refemblance  to  the  fhips  of  the  an- 
cient Grecians,  as  reprefcnted  in  medals  and  other  monuments  of  antiquity. 

On  the  Quarter,  may  be  defined  an  arch  of  the  horizon,  contained  be- 
tween the  line  prolonged  from  the  ftiip's  ftern  and  any  diftant  objedt,  as 
land,  ftiips,  &c.  Thus  if  the  ftiip's  keel  lies  on  an  eaft  and  weft  line,  the 
ftern  being  wcftward,  any  diftant  objefl  perceived  in  the  north-weft  or 
fouth-weft,  is  faid  to  be  on  the  larboard  or  ftarboard  quarter.  See  the  ar- 
ticle Bearing. 

Quarter-bill,  a  roll,  or  lift,  containing  the  different  ftations,  to 
■which  all  the  officers  and  crew  of  the  fliip  are  quartered,  in  the  time  of  bat- 
tle, and  the  names  of  all  the  perfons  appointed  to  thofe  ftations. 

Quarter-cloths,  (bajlitigage,  Fr.)  long  pieces  of  painted  canvas,  ex- 
tended on  the  outfide  of  the  quarter-netting  from  the  upper  part  of  the  gal- 
lery to  the  gayigv:c.y.  They  are  generally  decorated  with  martial  inftru- 
jnents,  or  allegorical  figures. 

Quarter-gallerv,  a  fort  of  fmall  balcony,  with  or  without  ballu- 
ftrades,  on  the  quarter  of  a  ftiip,  as  reprefented  by  fig.  1.  plate  VIII.  The 
gallery  on  the  quarter  generally  communicates  with  that  on  the  ftern,  by 
means  of  a  door  pafTing  from  one  to  the  other. 

Quarter-Gunner,  an  inferior  officer  under  the  direftion  of  the  gunner 
of  a  ftiip  of  war,  whom  he  is  to  affift  in  every  branch  of  his  duty  ;  as  keep- 
ing the  guns  and  their  carriages  in  proper  order,  and  duly  furnifhed  witit 
whatever  is  neccffiiry  -,  filling  the  powder  into  cartridges  ;  fcaling  the 
guns,  and  keeping  them  always  in  a  condition  for  fervice.  The  number 
of  quarter-gunners  in  any  fhip  is  always  in  proportion  to  the  number  of 
her  artillery,  one  quarter-gunner  being  allowed  to  every  four  cannon. 

Quarter-master,  an  inferior  officer  appointed  by  the  mafter  of  a  fhip 
of  war  to  affift  the  mo.tes  in  their  feveral  duties  ;  as  ftowing  the  ballaft  and 
provifions  in  the  hold,  coiling  the  cables  on  their  platforms,  overlooking 
the  fteerage  of  the  fhip,  and  keeping  the  time  by  the  watch-glafTcs. 

Quarter-netting,  a  fort  of  net-work,  extended  along  the  rails  on  the 
upper-part  of  a  fhip's  quarter.  In  a  fliip  of  war  thefe  are  always  double, 
being  iupported  by  iron  cranes,  placed  at  proper  diftances.  The  interval 
is  fometimes  filled  with  cork,  or  old  fails,  but  chiefly  with  the  hammocs  of 
the  lailors,  fo  as  to  form  a  parapet  to  prevent  the  execution  of  the  enemy's. 
fiiiall  arms  ia  battle.     See  the  article  Engagement.. 

Ql'ARTER- 


Q^    U     A  Q^   U     A 

Quarter-rails,  are  narrow-moulded  planks,  generally  of  fir,  reachin'» 
from  the  top  of  the  ftern  to  the  gangway.  They  are  fupportcd  by  flanchions, 
and  fcrve  as  a  fence  to  the  quarter-deck,  to  prevent  the  men  from  tum- 
bling into  the  fea  by  the  rolling  of  the  fhip,  particularly  in  fmall  veflels. 

QuARTERiNG-wiND.     See  the  article  Sailing. 

QUARTERS,  a  name  given,  at  fea,  to  the  fcveral  dations  where  the 
officers  and  crew  of  a  fhip  of  war  are  polled  in  action.  See  the  article 
Engagement. 

The  number  of  men  appointed  to  manage  the  artillery  is  always  in  pro- 
portion to  the  nature  of  the  guns,  and  the  number  and  condition  of  the 
ffiip's  crew.  They  arc,  in  general,  as  follow,  when  the  fhip  is  well  manned, 
fo  as  to  fight  both  fides  at  once  occafionally  : 

Nature  of  the  gun.  .  Nature  of  the  gun. 

Pounder,  No.  of  men.  Pounder.  No.  of  men. 

To  a  42  -  -  -  15  To  a  9  ...  6 

32  -  -  -  13  6  -     -     -  s 

24  -  -  -  II  4  -     -     -  4 

18  -  -  -  9  3  ...  3 

12      -     -     -        7 

This  number,  to  which  is  often  added  a  boy  to  bring  powder  to  evcry 
gun,  may  be  occafionally  reduced,  and  the  guns  neverthelels  well  manag- 
ed. The  number  of  men  appointed  to  the  fmall  arms,  on  board  his  ma- 
jefty's  fhips  and  floops  of  war,  by  order  of  the  admiralty,  are. 

Rate  of  the  (hip.                              No.  of  men  to  the  fmall  arms. 

ift 150 

2d       --------.  120 

3d  of  80  guns  .----.  100 

—  of  70  guns  ------  80 

4th  of  60  guns  ------  70 

4th  of  50  guns   ------  60 

5th 50 

6th     -- --  40 

Sloops  of  war    ------  30 

The  lieutenants  are  ufually  Rationed  to  command  the  different  batteries, 
and  dirc(fl;  their  efi'orts  againft  the  enemy.  The  mailer  liiperintcnds  the 
movements  of  the  fhip,  and  whatever  relates  to  the  fails.  The  boatl'wain, 
and  a  fufficient  number  of  men,  is  ftationed  to  repair  the  damaged  rigging  ; 
and  the  gunner  and  carpenter,  wherever  neceflary,  according  to  their  re- 
fpedive  offices.     See  alio  the  articles  Cannon  and  Exercise. 

The  marines  are  generally  quartered  on  the  poop  and  forecaflle,  or  gang- 
way, under  the  direction  of  their  officers  ;  although,  on  fome  occafions,  they 
alhil  at  the  great  truns,  particularly  in  diflant  connonading. 

G  g  2  Quarters  ! 


CL  U    A  (^  u     o 

Quarters  !  is  alfo  an  exclamation  to  implore  mercy  from  a  vidlorious 
enemy. 

QUICK-SAND,  a  loofe  quaking  fand,  into  which  a  (hip  finks  by  her 
own  weight,  as  foon  as  the  water  retreats  from  her  bottom. 

Quick-work,  (xuvres-vives,  Fr.)  a  general  name  given  to  all  that  pare 
of  a  (hip  which  is  under  the  furface  of  the  water  when  (he  is  laden  fit  for  a 
fca-voyage.  It  is  alfo  applied,  occafionally,  to  that  part  of  the  iîde  which 
is  above  the  (heer-rail,  and  which  is  ul'uaily  painted  with  trophies,  &c. 
on  the  outfide. 

QUILTING,  (kulcht,  Dutch)  the  operation  of  weaving  a  fort  of  coat, 
or  texture,  formed  of  th.tftrauds  of  rope,  about  the  outfide  of  any  vc(rel, 
to  contain  water,  &c.  as  ajar,  ca{k,  bottle,  &c. 

QUOIN,  a  fort  of  wedge,  employed  to  raife  the  cannon  to  a  proper 
level,  that  it  may  be  more  truly  dircdted  to  the  objeft. 

Quoins  are  alio  employed  to  wedge  olf  the  cafks  of  wine,  oil,  fpirituous 
liquors,  &c.  from  each  other,  that  their  bilges  may  not  rub  againft  each 
other  fo  as  to  occafion  a  leak,  by  the  agitation  of  the  fliip,  at  fca. 


R. 


R     A     B  R     A     I 


R. 


RABBET,  (ral/lure,  rahattre,  Fr.)  a  deep  groove,  or  channel,  cut  In  a 
piece  of  timber  longitudinally,  to  receive  the  edge  of  a  plank,  or  the 
ends  of  a  number  of  planks,  which  arc  to  be  fecurely  faftened  therein. 
The  depth  of  this  channel  is  equal  to  tlie  thicknefs  of  the  plank,  fo  that 
when  the  end  of  the  latter  is  let  into  the  rabbet,  it  will  be  level  with  the 
outfide  of  the  piece.  Thus  the  ends  of  the  lower  planks  of  a  fhip's  bot- 
tom terminate  upon  the  ftcm  afore,  and  the  ftern-pofl  abaft,  witii  whole 
fides  their  furfaces  are  even.  The  furface  of  the  garboard  ftreak,  whofe 
edge  is  let  into  the  keel,  is,  in  the  fame  manner,  level  with  the  fide  of  the 
keel  at  the  extremities  of  the  veflTel. 

RACK,  (rafteauy  Fr.)  a  frame  of  timber,  containing  feveralyZîc^cw,  and 
iifually  fixed  on  theoppofite  fides  of  a  fhip's  bowfprit,  to  direft  the  lailors 
to  the  refpedive  ropes  pafllng  through  it  ;  all  of  which  are  attached  to  the 
fails  on  the  bowfprit. 

RACKING,  the  f;tftening  two  oppofite  parts  of  a  tackle  together,  fo  as 
that  any  weighty  body  fufpended  thereby  fhall  not  fall  down,  although  the 
rope,  which  forms  the  tackle,  fhould  be  loofcncd  by  accident  or  negleél. 

This  expedient  is  chiefly  pradtifed  when  the  boats  are  hung  up  to  the 
fhip's  fide,  during  the  night  time,  in  an  open  road  or  bay,  left  the  rope  of 
the  tackle  fliould  be  untied  by  the  inattention  of  fome  of  the  crew  ;  by 
which  accident  the  boat  might  be  confiderably  damaged,  and  probably 
loft,  or  dalhed  in  pieces. 

RAFT,  (radeau^  F"r.)  a  fort  of  float,  formed  by  an  aflemblagc  of  va- 
rious planks,  or  pieces  of  timber,  faftened  together  fide  by  fide,  fo  as  to- 
be  conveyed  more  commodioufly,  to  any  ftiort  diftancc  in  a  harbour  or 
road,  than  if  they  were  feparate.  The  timber  and  plank,  with  which  mer- 
chant-fliips  are  laden,  in  the  different  parts  of  the  Baltic  lea,  are  attached 
together  in  this  manner,  in  order  to  float  them  oft"  to  the  Ihipping. 

R.'^KT-PORT,  a  fquare  hole,  cut  through  the  buttocks  of  fome  fliips,  im- 
mediately under  the  counter,  to  receive  the  planks  or  pieces  of  timber 
which  are  brought  to  lade  her  for  traniportation  j  and  which,  on  account 
of  their  great  length,  could  not  be  received  aboard  otherwifc. 

RAG-BOLT,  an  iron  pin,  having  lèverai  barbs,  as  explained  in  the 
article  Iron-work,  and  reprefented  in  fig.  2.  plate  II. 

RAILS,  are  narrow  planks,  generally  of  fir,  upon  which  there  is  a 
moulding  ftuck.  They  are  for  ornament,  and  are  nailed  acrofs  the  ftern, 
above  the  wing  tranfom  and  counters,  tec.  They  are  likewile  nailed  upon 
fevcral  planks  along  the  fide;  one  in  particular  is  called  the  Iheer-rail, 
which  limits  the  height  of  the  fide  from  the  forecaftle  to  the  quarter-deck, 
and  runs  aft  to  the  ftcrn,  and  forward  to  the  cat-head  ^  the  walci  arc  nearly 
parallel  to  this.     Murrey's  Shiji-Biiildiii^. 

6  ^  The 


RAI  RAN 

The  render  wiil  undcrftand  this  article  better  by  relVrring  to  the  figures 
of  the  rails,  as  rcprefented  in  plates  I,  IV,  VII,  and  VIII.  and  their  ex- 
planation"!,  in  Navai,  Architecture,  &c. 

Rails  f//iv  head,  certain  curved  pieces  of  timber,  extending  from  the 
bows  on  each  fide  to  the  continuation  of  the  fhip's  ftem,  to  fupport  the  knee 
of  the  hciiJ,  and  the  ornamental  figure  fixed  thereon.  The  former  of  thcfc 
rails  is  reprefented  at  large  in  the  figure  referred  to  from  the  article  Hlad, 
plate  IV. 

T'a  RAISE,  to  elevate  any  diftant  objccft  at  fea,  by  a  gradual  approach 
towards  it  from  the  place  whence  it  was  formerly  obfcrved.  This  efi'ecl  is 
known  to  be  occafioned  by  the  convexity  of  the  furface  of  the  fea,  which 
previoufly  intercepted  the  view,  when  direfted  towards  tjie  lower  parts  of  the 
faid  objeft.     This  term  is  oppofed  to  Laving,  which  i'ee. 

RAISING  a  pi/rchafe,  the  aft  of  difpofing  certain  inflruments,  or  ma- 
chines, in  fuch  a  manner,  as  that,  by  their  mutual  efl:"cds,  they  may  pro- 
duce a  mechanical  force  fufficient  to  overcome  the  weig'ht  or  refiltance  of 
tiie  objecTt  to  which  this  machinery  is  applied. 

RAKE,  the  projeftionof  the  upper  parts  of  a  (hip  at  the  heighth  of  the 
ftem,  (daiicement,  Fr.)  and  ftern,  (quette,  Fr.)  beyond  the  extremities  of 
the  keel.  Thus  if  a  plummet  be  hung  from  the  top  of  a  (hip's  ftern,  lb 
as  to  be  level  with  the  continuation  of  the  keel,  the  dittance  between  the 
after  end  of  the  keel  and  the  plummet  will  be  the  length  of  the  rake  abaft, 
or  the  rake  of  the  ftern. 

RAKING  a  /hip,  the  aft  of  cannonading  a  ftiip  on  the  ftern,  or  head,  fo 
as  that  the  balls  (hall  fcour  the  whole  length  of  her  decks  ;  which  is  one  of 
the  moil  dangerous  incidents  that  can  happen  in  a  naval  aftion.  This  is 
frequently  called  raking  fore  and  aft,  being  the  fame  with  what  is  called 
e  ijilû.diiig  by  engineers. 

RANGE,  a  fufficient  length  of  the  cable,  drawn  up  on  the  deck,  before 
the  anchor  is  caft  loofefrom  the  bow,  to  let  it  fink  to  the  bottom,  without 
being  interrupted,  that  the  flukes  may  be  forced  the  deeper  into  the  ground, 
by  the  additional  weight  which  the  anchor  acquires  in  finking.  For  this 
reafon  the  range,  which  is  drawn  up  out  of  the  tier,  ought  to  be  equal  in 
length,  to  the  depth  of  the  water  where  the  (hip  anchors.  See  Anchor 
and  Cable-Tier. 

Range,  is  alfo  the  diftance  to  which  a  (hell  or  cannon-ball  is  thrown 
from  apiece  of  artillery,  by  the  explofion  of  gun- powder.  See  the  arti- 
cles Cannon  and  Mortar. 

The  flight  of  a  fliot  is  diftinguiflied,  by  artillery  people,  into  two  differ- 
ent ranges,  of  which  the  firft  is  called  the  point-blank-,  and  the  fécond, 
the  random-(hot.  To  thefe  alfo  may  be  added  the  ricochet^  or  rolling  and 
bounding-(hot. 

Whatever  has  been  obferved,  in  other  parts  of  this  work,  with  regard  to 
the  flight  of  a  (hot  from,  a  piece  of  artillery,  is  on  the  prelumption  that  it 
dcfcribes  a  right  line  in  it's  pafl!age  to  the  objeâ:.  This,  however,  is  not 
ftr;clly  true  -,  becaufe  by  it's  weight  it  inclines  to  the  earth  every  inftant  of 
it's  motion  :  but  as  it's  velocity  is  very  great  when  firft  dilcharged  from  the 
cannon,  the  weight  does  not  fenfibly  affedl  the  direftion  in  the  firft  inftant 
6  of 


RAN  RAN 

of  it's  motion.  Thus  the  line  it  defcribes,  as  reprefented  in  plate  III.  ex- 
tending from  fig.  16.  to  the  fhip  under  fail,  is  apparently  ftraight,  and  the 
extent  of  this  line  is  called  the  point-bbnk  range  of  the  piece  ;  which  ac- 
cordingly may  be  defined  the  extent  ot  the  apparent  right  line,  defcribcd 
by  a  ball  difcharged  from  a  cannon. 

This  range  is  much  lefs  than  the  greateft  range,  or  -raitdo-in-JIjot  ;  but  the 
piece  cannot  be  levelled,  or,  as  it  is  generally  expreffcd,  pointed  at  an  ob- 
jedt  intended  to  be  battered,  if  that  objeft  is  not  within  the  diltance  of  the 
point-blank  range  -,  for  beyond  that,  the  ftroke  is  very  uncertain. 

A  piece  is  faid  to  fire  at  random-fliot,  when  the  breech  reds  upon  the 
bed  of  the  carriage,  lb  that  the  ball  is  carried  to  the  greateft  poflible 
diftance.  But  as,  in  this  method  of  firing,  the  ball  cannot  be  diretted  to 
any  determinate  objedt,  it  is  rarely  ufed  in  the  fea-fervice,  and  only  when 
the  (hot  cannot  fail  of  doing  great  execution  in  the  place  whereon  it  falls. 

Befides  the  two  ranges  above  defcribed,  there  is  the  j-icechel*',  invented 
by  the  Marflial  de  Vauban-. 

To  fire  a  piece  by  way  of  the  ricochet,  the  cannon  is  only  charged  with 
a  quantity  of  powder  fufficient  to  carry  the  fliot  along  the  face  of  the  works 
attacked.  The  (hot,  thus  difcharged,  goes  rolling  and  bounding,  killing, 
maiming,  or  deftroying  all  it  meets  in  it's  courfe,  and  creates  much  more 
diforder  by  going  thus  (lowly,  than  if  thrown  from  the  piece  with  greater 
violence. 

When  ricochet-firing  is  ufed,  the  pieces  are  elevated  from  3  to  6  de- 
grees, and  no  more;  becaufe  if  the  elevation  is  greater,  the  fliot  will  only 
drop  into  the  work,  without  bounding  from  one  place  to  another.  They 
are  to  be  loaded  with  a  fmall  charge,  and  dirciSted  in  fuch  a  manner  as 
juft  to  go  over  the  parapet-f. 

It  was  the  opinion  of  engineers  formerly,  that  by  charging  the  pieces 
high,  the  ball  was  thrown  to  a  greater  diftance.  Hence  the  pieces  were 
charged  with  two-thirds,  or  even  the  whole  weight  of  the  (hot,  in  order  to  im- 
pel it  with  greater  velocity  ;  but  it  has  been  dil'covered  fince,  that  the  half, 
or  one  third  of  the  weight  of  the  ball,  is  the  fitteft  charge  for  the  piece  J. 

If  the  whole  quantity  of  powder,  employed  to  charge  the  cannon,  could, 
take  fire  at  the  fame  inltant,  it  is  apparent  that  the  velocity,  communicated 
to  the  fliot,  would  increafe  in  proportion  to  the  additional  quantity  of  pow- 
der. But  though  the  time  ot  it's  imflammation  is  very  (liort,  it  may  yet 
be  conceived  as  divided  into  many  inftants.  In  the  fir("t  inftant,  the  pow- 
der begins  to  dilate  and  impel  the  (liot  forward  ;  and  if  it  has  force 
enough  to  expel  it  from  the  piece  before  the  whole  charge  is  inflamed,  that 
part  which  is  left  to  take  fire  afterwards  will  produce  no  cfFert  at  all  on  the 
Ihot.  A  charge  of  extraordinary  force  does  not  therefore  accelerate  the 
velocity  of  the  bullet:  and  hence  it  follows  that  the  piece  ought  to  be 

•  Riccibii  fignifics  Jueh  and  drake,  a  name  given  to  the  bounding  of  a  flat  ftone  thrown  al- 
Biûft  horizontally  inio  the  water, 
t   Muilcr's  Artillery, 
j  Lc  Blond's  Elements  of  War, 

charged: 


U     A     N 


RAN 


charged  v.ith  no  more  powder,  tiuii  will  take  fire  whilft  the  ball  is  palTing 
through  the  ehace  of  the  cannon. 

It  may  not  be  amifs  to  obferve  here,  liiat  the  range  of  cannon  is  greater 
in  the  morning  and  at  night,  than  at  noon-,  and  in  cold,  than  in  hot  weather. 
The  realbn  is,  that  at  thefe  times  ilie  air  being  lefs  heated,  gives  Icl's  way  to 
the  dilatation  of  the  powder,  which  being  by  this  means  confined,  as  it  were, 
to  a  fmalkr  fphere  of  adVion,  mufl;  have  a  llronger  effcâ:  in  proportion*. 

■■'  Wlien  the  lengths  of  cannon  arc  proportional  to  tlie  heigluh  of  the 
charge,  the  (hot  will  be  difcharged  with  the  fame  velocity,  whatever  the  ca- 
libre may  be-,  and  fince  the  ratios  of  the  velocities  of  ihots,  ilViiing  from 
pieces  of  different  lengths,  loaded  with  different  charges  of  powder,  will  be 
of  great  iifc  in  the  conftruflion  of  cannon,  we  have  coUcdcd  tliem  in  the 
following  table,  where  the  numbers  at  the  top  exprefs  the  length  of  the 
pieces  by  the  diameter  of  their  Ihots.  That  is,  the  tirft  is  12  diameters  ; 
the  fécond  15,  and  fo  on.  The  firft  perpendicular  column  expreffes  the 
charges,  in  refpeft  to  the  weight  of  the  fhots  :  thus,  i,  ti4,t»  imply  that 
the  weight  of  the  charge  is  -J,  r,  4,  r  of  the  weight  of  the  fliot.  The  other 
numbers,  in  the  fame  horizontal  lines,  exprefs  the  diilance  in  feet  moved 
over  by  the  velocities  of  the  fliot,  uniformly  continued  in  a  fécond  of  time. 


J  Table  of 

Velocities 

'. 

12 

13 

18 

21 

24 

27 

30 

36 

I 

1043 

1052 

1058 

1063 

1066 

106S 

1071 

1074 

1 
7 

1186 

1200 

1210 

1217 

1222 

1224 

1229 

1234 

T 

1406 
1568 

1434 
1613 

1452 
1C41 

1465 
1662 

1475 
1677 

1482 
1688 

1488 
1698 

1497 
1711 

"  We  made  ufe  of  the  diameter  of  a  9  pound  fhot,  which  being  4  inches, 
is  more  convenient  in  the  calculation  ;  and  this  diameter  expreffes  the 
heighth  of  the  charge  when  it  is  a  quarter  of  the  weight  of  the  fliot,  and 
■the  reft  in  proportion. 

"  Several  remarks  may  be  made  upon  this  table,  which  are  of  great  im- 
portance in  the  conftrudlion  of  cannon,  Firft,  wheji  the  charge  is  but  a 
quarter  of  the  fhot's  weight,  the  difference  between  the  velocities,  when  the 
length  is  12  and  15  diameters,  is  but  9  feet  in  a  fécond  -,  and  the  differ- 
ences between  the  other  velocities  decreafe  as  the  length  increafes. 

"  Hence,  as  the  difference  between  the  velocities  when  the  piece  is  15 
and  36  diameters  long,  is  but  22  feet  in  a  fécond,  it  is  eafily  perceived,  that 
when  the  pieces  are  charged  with  one  quarter  of  the  ftiot's  weight,  the 
length  from  lî  to  15  diameters  is  the  beft. 

"  Secondly,  When  the  charge  is  one-third  of  the  ftiot's  weight,  the  dif- 
ference of  the  velocities,  when  the  piece  is  12,  15,  and  18  diameters  long, 
are  14,  10  féconds  -,  and  from  thence  decreafe  more  and  more,  as  the  length 
of  the  piece  increafes  :  fo  the  length,  from  15  to  18  diameters,  feems  to  be 
the  beft,  every  thing  being  conlidercd. 


*  Belidor.     Bigot  de  Morogues. 


"  Thirdly, 


RAN  RAN 

"  Thirdly,  and  laftly,  it  appears,  from  the  fame  manner  of  reafcning, 
that  when  the  char  e  is  one-halt  f-t'tiie  fhot's  \\ei;Th^  the  length  oii<4ht  to  be 
from  18  to  2  I  diameters;  and  when  the  charge  is  two-thirds  of  tlie  fliot's 
weiorht,  the  length  oti^/ht  to  be  from  21  to  24  diameters."  Midler's  Artillery. 

As  one  of  the  effects  of  the  ihell  refuits  trom  it's  vc'ght,  the  range  ot 
mm'tars  is  extremely  différent  from  that  ai  cannon,  becaufe  the  former  is  not 
pointed  at  a  certain  objeft,  like  the  latter,  but  inclined  to  the  Iiorizon  at  a 
certain  angle  ;  lb  that  the  ihell,  being  thrown  up  obliquely,  much  in  the 
fame  direftion  as  a  tennis-ball  ftriuk  by  the  racket,  may  fall  upon  the 
place  intended.  Hence  it  appears  that  the  mortar  has  no  point-blank 
range,  or  at  leafl;  that  no  ufe  is  made  of  it. 

The  mortar,  being  fixed  in  a  fituation  obliquely  with  the  horizon,  fo  as 
that  the  line  a  f,  which  paffcs  through  the  middle  of  it  longitudinally,  being 
continued,  would  make  an  angle  bad  with  the  horizon  a  b -,  a.  fliell,  dil- 
charged  in  the  direction  of  this  continued  line,  would  deviate  from  it  every 
inftanr  of  it's  motion  by  it's  weight,  which  inclines  it  downwards,  and  by 
this  means  it  would  delcribe  a  curve-line,  as  aeb,  called  z  parabola'^ . 

The  line  a  b,  fig.  19.  plate  VI.  is  called  the  extent  of  the  range,  or  the 
amplitude  of  the  parabola  ;   and  the  line  a  d,  the  elevation  of  the  mortar. 

i'o  make  a  fliell  fall  on  a  given  place,  two  things  are  to  be  coafulered  ; 
viz.  the  elevation  of  the  mortar  ;  and  the  quantity  of  powder  ufed  to  charge 
it  -,  both  01  which  may  be  afcertained  as  follows  :  A  fliell  difcharged  from 
a  mortar,  pointed  vertically,  will  defcribe  a  line  nearly  perpendicular  to  the 
horizon  :  I  lay  nearly,  becaufe  the  mortar  will  always  have  fome  little  mo- 
tion, which  will  deltroy  the  exaft  perpendicularity  of  the  fliell's  flight  ; 
but  abfliraded  from  this,  a  fliell,  difcharged  vertically,  would  fall  again 
into  the  mortar  f. 

If  the  mortar  be  afterwards  inclined  more  and  more  towards  the  horizon, 
the  fliell  will  fall  fliill  further  and  further. difl;ant  from  the  mortar,  till  the 
elevation  refl:s  at  4.5°  ;  and  tlie  more  the  mortar  is  pointed  under  this  an- 
gle, tiie  more  will  the  range  of  the  fliell  be  diminilhed  :  all  of  which  is 
ftriftly  demonfl:rated  by  geometry.  But  die  following  is  a  very  fimple 
manner  of  conceiving  it,  without  having  recourfe  to  that  Icicnce. 

A  fliell,  difchargecl  in  the  direttion  of  a  line,  nearly  perpendicular  to  the 
horizon,  will  fall  at" a  little  diltance  from  the  bomb-veflcl.  This  requires  no 
proof  A  AkII,  thrown  according  to  a  line  that  makes  a  very  acute  angle 
with  the  horizon,  will  prefently  come  to  the  ground  by  it's  weight,  and  by 

■"  Weight,  or  gravity,  always  operates  equally  on  a  falling  body  ;  for  .is  it  always  fubfills 
in  an  equal  degree,  it  muft  perpetually  ail  with  equal  force,  or  produce  alivays  the  lame 
effeil  in  the  fame  time.  So  if,  in  the  firll  inftant  of  filling,  it  communicates  to  a  body  a 
certain  force  fufficient  to  move  a  certain  fpaco,  it  mull,  in  every  following  inllant,  commu- 
nicate a  force  capable  of  moving  it  the  like  fpacc,  and  by  this  means  the  velocity  of  a  fall- 
ing body  is  every  moment  accelerated  ;  for  if  it  has  one  degree  the  hrll  inll.uit,  it  will  have 
two  the  fécond,  three  the  third,  and  fo  on.  Hence  it  mull  move  different  fpuces  every  in- 
llant, and  by  that  means  defcribe  the  curve-line  above  luciitioncd. 

t  LeJJoiid's  Lleracnts  of  War. 

H  h  confequcnce 


RAN  RAN 

confcquence  will  not,  any  more  than  the  other,  fall  at  a  confiderable  diftance 
from  the  mortar. 

Hence  it  is  cafy  to  conceive,  that  in  order  to  fall  at  the  greatefl:  diftance 
from  the  mortar,  the  fhcll  muft  be  fired  according  to  an  elevation  at  the 
grcateft  poflible  diftance,  as  well  from  a  vertical,  as  from  an  horizontal 
line.  This  elevation  divides  in  two  equal  parts  the  angle  formed  by  the 
vertical  and  horizontal  lines,  which  being  ot  90  degrees,  or  what  is  called 
a  right  angle,  a  ftiell  will  be  thrown  to  the  greateft  diftance,  in  the  direc- 
tion of  a  line  making  an  angle  of  45  degrees.  For  above  this  angle  the 
range  will  diminifti,  becaiife  the  ihell  approaches  the  vertical  line  j  and 
under  the  fame  elevation  it  -will  alfo  decreafe,  becaufe  the  flight  of  the 
flicll  approaches  the  horizontal  line. 

Hence  alio  it  appears  that  there  are  two  angles,  according  to  which  a 
mortar  may  be  inclined  to  make  the  (hell  fall  on  the  fame  place  -,  thefe  are 
the  angles,  equally  diftant  from  the  line,  which  cuts  the  quadrant  into  twa 
equal  parts  :  fo  that  if,  for  example,  a  mortar  is  elevated  at  30°,  the  ftiell 
will  tall  at  the  fame  diftance  as  if  it  had  been  elevated  at  60°,  each  of  thefe 
angles  being  i^°  diftant  on  this,  and  that  fide  of  the  quadrant  -,  ilut  is,  from 
the  angle  of  45  degrees. 

The  fécond  thing  to  be  confidcred,  is,  to  know  the  exa£t  charge  of  pow- 
der neceflary  to  throw  a  ftic'  to  a  given  diftance. 

If  the  fhcll,  being  fired  at  an  elevation  of  45°,  falls  ftiort  of  the  place 
intended,  the  charge  of  powder  muft  be  increafed.  If  it  reaches  the  place, 
or  goes  beyond  it,  it  is  evident  that  the  charge  is  fufficient.  If  the  ftiell, 
at  an  elevation  under  45",  falls  ftiort  of  the  place  intended,  with  a  given 
charge,  the  mortar  muft  be  more  elevated  :  if,  on  the  contrary,  it  falls  too 
far  off",  it  muft  be  more  inclined  to  the  horizon  :  and  by  thefe  effuys  the 
proper  degree  of  inclination  may  be  eafily  and  fpeedily  difcovered. 

If  the  mortar  ther»  is  raifed  above  45",  it  muft  be  more  inclined,  fo  as 
to  make  a  more  acute  angle  with  the  horizon,  to  increafe  the  range  of  the 
Ihell  ;  and,  on  the  contrary,  raifed  nearer  a  perpendicular,  to  diminifti  it: 
all  of  which  are  confequences  drawn  from  what  has  been  faid  on  this  fub- 
]cct. 

It  muft  be  obferved,  firft,  that  the  greateft  diftance  to  which  a  fliell  can 
be  thrown,  with  the  ftrongcft  charge,  is  little  more  than  about  1800  or  20«0! 
fathoms. 

Secondly,  that  though  a  mortar  may  be  elevated  indifferently,,  either  fo. 
much  above  or  below  45"  as  to  carry  a  fliell  to  a  given  diftance,  yet  when 
any  budding  is  to  be  deftroyed,  it  fliould  be  raifed  above  45'',  becaufe  the 
ftiell,  riling  to  a  greater  height  when  fired  according  to  a  greater  angle, 
falls  with  greater  force,  and  by  confequence  will  do  more  damage  to  the 
place  on  which  it  is  thrown.  But  when  the  bufinefs  is  to  fire  on  a  body  of 
men,  the  niorcar  muft  be  pointed  below  45°,  that  the  ftiell  may  not  have 
force  enough  to  enter  far  into  the  ground,  and  that  the  fplinters  in  the 
«xplofion  may  do  more  execution. 

Practice 


RAN  RAT 

Practice  for  Sea-Mortars. 

Nature  of  the  Mortar. 
13  Inch.  ID  Inch.  Flight  in  Ranges  t^"^%°l^ 

Powder  Powder  Seconds.  in  Yards.  irpuiti. 

lb.       OZ.  lb.        OZ.  Inches  Pait» 

2 O        ■  ^  ..  12 612       —       2 — 64 

4 —  o     I  — 12  14 ^ —       ^.3-i 3 —  8 


2—  4  , 15 958 3-30 

/; O       ■                        2 —    6  . —  16 1088 3-52 

5—  8 2—8  17 1299 3-'74 

I 3_  2  i8 1377 1—96 

7 —  o     • 3 —  8 19 1534 4—18 

4 —  o  20 17 -O 4 — 40 


8 — 12 4 —  8 21 1874 4 — 62 

9 —  o     5 —  8 22 2057 4-84 

18 ■       8—  2 26 2873 5—72 

20 —  o 8 — ID     -~ 27 3098 5  —  94 

22 —  o •       9—8 28 3332 6 — .6 

24—  8     • 11—4     29 3574 p— -.8 

28—0     12 —  o 30 3821 6 — 00 

31—8 31 40S5 0 — 82 

The  ranges  of  mortars,  at  the  feveral  elevations  below,  are  in  proportion 
to  one  another,  viz. 

45—40—35—30—25—20—15—10—  5 
ICO — 98 — 94  —  86 — 76—64 — 50 — 34 — 17 

Fxamplc.  Knowing  the  range  f  a  flifll  at  45  to  be  890  yards,  required 
the  range  at  30  with  the  fame  powder  ;  fay,  as  100  :  86  :  :  890  :  765.  4; 
and  if  you  have  a  fhell's  range  at  30,  and  would  know  how  far  it  will  go  at 
45  with  the  lame  quantity  ot  powder,  rule  as  86  :    lOo  :  :   765.  4  :  890. 

N.  B.   Thete  propofitions  only  hold  good  when  the  powder  is  equal. 

RATES,  the  orders  or  claflTes  into  which  the  fliips  of  war  are  divided, 
accoiding  to  their  force  and  magnitude. 

It  has  already  been  obferved,  in  the  article  Navy,  that  this  regulation, 
which  limits  the  rates  of  men  of  war  to  the  fmalleft  number  pofllble,  fcems 
to  have  been  didated  by  confiderations  of  political  œcononiy,  or  of  that  of 
the  finiplicity  of  the  lervice  in  the  royal  deck-yards.  The  Britilh  fiect  is  ac- 
cordingly dillributcd  into  fix  rates,  exclufive  of  the  inferior  vcflels  that 
uùially  attend  on  naval  armaments  ;  as  floops  of  war,  armed  fhips,  bomb- 
ketciies,  fire-lhips  and  cutters,  or  fchooners  commanded  by  lieutenants. 

Ships  of  the  firft  rate  mount  100  cannon,  having  42  pounders  on  the 
lower  deck,    24  pounders  on  the  middle  deck,   1;  pounders  on  the  upper 

H  h  2  deck. 


RAT  RAT 

tleck,  and  6  pounders  on  the  quarter-deck  and  forecaftle.  They  are  manned 
witli  850  men,  including  tlieir  officers,  I'canien,  marines  and  fcrvants. 

In  general,  the  fliips  of  every  rate,  befides  the  captain,  have  the  mafter, 
t1ie  boatfwain,  the  gunner,  the  chaplain,  the  purler,  the  furgeon,  and  the 
cirpenter  -,  all  of  whom,  except  the  chaplain,  have  their  mates  or  afTiftants, 
in  which  are  comprehended  the  fail-maker,  the  mail:cr  at  arms,  the  armorer» 
the  captain's  clerk,  the  gunfmich,  &c. 

The  number  of  other  officers  are  always  in  proportion  to  the  rale  of  the 
Ihip.  Thus  a  firll  rate  has  fix  lieutenants,  fix  matter's  mates,  twenty-foiH* 
inidfliipmcn,  and  five  furgeon's  mates,  who  are  confidercd  as  gentlemen  -, 
befides  the  following  petty  officers  :  quartcr-mafters,  and  their  mates,  four- 
teen ;  boatfwains  mates  and  yeomen,  eighty  gunners  mates  and  afiiftants, 
fix-,  quarter-gunners,  twenty-five  ;  carpenters  mates,  two,  befides  fourteen 
affiliants  -,  with  one  fteward,  and  fteward's  mate  to  the  purfcr. 

If  the  dimenfions  of  all  fliips  of  the  fame  rate  were  equal,  it  would  be 
the  fimplell  and  mod  perfpicuous  method  to  colleft  them  into  one  point  of 
view  in  a  table  ;  but  as  there  is  no  invariable  rule  for  the  general  dimen- 
fions, it  muft  fuffice  to  remark  thole  of  fwne  particular  fliips  in  each  rate  > 
for  which  purpofe  we  have  felcc^led  fome  of  the  lateft  conftrudion. 

The  Vidory,  which  is  the  lalt  built  of  our  firft  rates,  is  222  feet  6  inclies 
in  length,  from  the  head  to  the  ftern  -,  the  length  of  her  keel,  1 5 1  feet  3 
inches-,  that  of  her  gun-deck,  or  lower  deck,  186  feet-,  her  extreme  breadth 
is  51  feet  10  inches  -,  her  depth  in  the  hold,  21  feet  6  inches  ;  her  burthen 
2162  tons  ;  and  her  poop  reaches  6  feet  before  tlie  mizcn-maft. 

Ships  of  the  fécond  rate  carry  90  guns  upon  three  decks,  of  which  thofe 
on  the  lower  battery  are  32  pounders-,  thofe  on  the  middle  18  pounders; 
on  the  upper-deck,  1 2  pounders  -,  and  thofe  on  the  quarter-deck,  6  pounders, 
which  ufually  amount  to  four  or  fix.  Their  complement  of  men  is  750^ 
in  which  there  are  fix  lieutenants,  four  mailer's  mates,  twenty-four  mid- 
ffiipmen,  and  four  furgeon's  mates,  fourteen  quarter-mafters  and  their 
mates,  eight  boatfwain's  mates  and  yeomen,  fix  gunner's  mates  and  yeomen, 
with  twenty-two  c^uarter-gunners,  two  carpenter's  mates,  with  ten  affiftants, 
and  one  fteward  and  fteward's  mate. 

Ships  of  the  third  rate  carry  from  64  to  80  cannon,  which  are  32,  18, 
and  9  pounders.  The  80-gun  ffiips  however  begin  to  grow  out  of  repute, 
and  to  give  way  to  thofe  of  74,  70,  &c.  which  have  only  two  whole  bat- 
teries-,  whereas  the  former  have  three,  with  28  guns  planted  on  each,  the 
cannon  of  their  upper-deck  being  the  fame  as  thofe  on  the  quarter-deck 
and  fore-caftle  of  the  latter,  which  are  9  pounders.  The  complement  in  a 
74  is  650,  and  in  a  64,  500  men -,  having,  in  peace,  4  lieutenants,  but  in 
war,  5  ;  and  when  an  admiral  is  aboard,  6.  They  have  3  mailer's  mates, 
16  midlhipmen,  3  furgeon's  mates,  10  quarter-mafters  and  their  mates, 
6  boatfwain's  mates  and  yeomen,  4  gunner's  mates  and  yeomen,  with  18 
quarter-gunners,  1  carpenter's  mate,  with  8  affiftants,  and  i  fteward  and- 
fteward's  mate  under  the  purfer. 

Ships  of  the  fourth  rate  mount  from  60  to  50  gufts,  upon  two  decks,  andi 
she  quarter-deck.     The  lower  tier  is  compoied  of  24  pounders,  the  upper 

tier 


RAT 


R    A    r 


tier  of  12  pounders,  and  the  cannon  on  the  quarter-deck  and  forc-caflle  arc 
6  pounders.  The  complement  of  a  50  gun  Ihip  is  350  men,  in  which  there 
are  three  lieutenants,  2  matter's  mates,  10  midfhipmen,  2  furgeon's  mates, 
8  quarter-mafters  and  their  mates,  4boatrwain's  mates  and  yeomen,  1  gun- 
ner's mare  and  i  yeoman,  with  12  quarter-gunners,  1  carpenter's  mate 
and  '■  affiliants,  and  a  fteward  and  fteward's  mate. 

All  veflcls  of  war,  under  the  fourth  rate,  are  ukially  comprehended  under 
the  general  name  of  frigates,  and  never  appear  in  the  line  of  battle.  They 
arc  divided  into  the  5th  and  6th  rates,  the  former  mounting  from  40  to  32 
guns,  and  the  latter  from  28  to  20.  The  largeft  of  tjie  filth  rate  have  two 
decks  oi  cannon,  the  lower  battery  being  of  18  pounders,  and  tliat  of  the 
upper-deck  of  9  pounders;  but  thofe  of  36  and  32  guns  have  only  one 
complete  deck  of  guns,  mounting  12  pounders,  belides  the  quarter-deck 
and  fore-caftle,  which  carry  6  pounders.  The  complement  of  a  fliip  of 
44  guns,  is  280  men  -,  and  that  of  a  frigate  of  36  guns,  240  men.  The 
firft  has  3,  and  the  fécond  2  lieutenants  ;  and  both  have  2  mailer's  mates, 
6  midfhmen,  2  furgeon's  mates,  6  quarter-mafters  and  their  mates,  2  boat- 
fvvain's  mates,  and  1  yeoman,  1  gunner's  mate  and  1  yeoman,  with  id  or 
1 1  quarter-gunners,  and  i  purler's  fteward. 

Frigates  of  the  6th  rate  carry  9  pounders,  thofe  of  28  guns  having  3 
pounders  on  their  quarter-deck,  with  200  men  for  their  complement  -,  and 
tiiofeof24,  1 60  nun-,  the  former  has  2  lieutenants,  the  latter,  i;  and  both 
have  2  matter's  mates,  4  midflTipmen,  i  furgeon's  mate,  4  quarter-mafters 
and  their  mates,  1  boatiwain's  mate  and  i  yeoman,  1  gunner's  mate  and  1 
yeoman,  with  6  or  7  quarter-gunners,  anil   i  purler's  fteward. 

The  (loops  of  war  carry  from  1 8  to  8  cannon,  the  largeft  of  which  have 
6  pounders-,  and  the  fmalleil,  viz.  thofe  of  8  and  10  guns,  4  pounders. 
Their  officers  are  generally  the  fame  as  in  the  6th  rates,  with  little  variation-, 
and  their  complements  of  men  are  from  120  to  60,  in  proportion  to  their 
force  or  magnitude. 

N.  B.  Bomb-vefiels  arc  on  the  fame  eftablilhment  as  floops  ;  but  fire- 
fliips  and  hofpital-fliips  are  on  that  of  fifth  rates. 

Having  already  exhibited  the  dimenfions  of  the  largeft  firft  rate  in  our 
navy,  we  have,  in  the  following  table,  collected  thole  of  the  inferior  rates; 


Rates. 


2d  rate,  Barfleur, 

,  (  Arrogant, 

^drate,  <,.      "=      ' 
^  '  (  r.uropa, 

4th  rate,  Salilbury, 

,  (  Phoenix, 

5^'^  "^^•'  ]  Venus, 

6th  rate,  jF,7f"' 
'  (  Dolphin, 

Sloop,  Nautilus, 


Guns. 
90 

74 
64 

50 

44 

36 
28 

24 
16 


Length  of 

Lfngth  of 

Extrtmc 

Depth  in 

Burthen  in 

the  k«l. 

the  luwcr 
deck. 

bre 

idth. 

the  hold. 

tons. 

Feei.  Inch. 

Feet.  Inch. 

Fett. 

Inch. 

Feet.  Inch. 

144        f 

177  6 

50 

21 

1934 

13a 

168     3 

47 

4 

19       9 

i6j4 

139 

159 

44 

4 

19       4 

ij66 

120  8 

146 

40 

4 

17      4 

1044 

J 16   II 

140    9 

:^7 

I^ 

16 

856 

106  3 

12S   41- 

35 

9 

12       4 

722 

97  3i 

118   4 

n 

8 

10     6 

586 

9i  4 

113 

3^ 

I 

1 1 

5«i 

So  7;- 

98 

27 

2 

12     8 

316 

Nothing 


RAT  RAT 

Nothing  more  evidently  manifefts  the  great  improvement  of  the  marine 
art,  and  the  degree  of  perfection  to  which  it  has  arrived  in  England,  than 
the  facility  of  managing  our  firlt  rates  ;  which  were  formerly  efteemed  in- 
capable of  government,  unlcis  in  the  molt  favourable  weather  of  the  fum- 
mer.  In  teitimony  of  this  obfervalion  we  may,  with  great  propriety,  pro- 
duce the  example  of  the  Royal  George,  which,  during  the  whole  courfeof 
the  late  war,  was  known  to  be  as  eafily  navigated,  and  as  capable  of  lervice, 
as  any  of  the  inferior  fhips  of  the  line,  and  that  frequently  in  the  moft  tem- 
pefluoits  feafons  of  the  year.  The  ingenious  M.  Du  Hamel,  who  is  emi- 
nently diftmguiflicd  for  his  knowledge  of  marine  affairs,  has  indeed  judi- 
dioufly  objcded  to  the  defe<5ts  and  bad  qualities  of  fuch  large  fhips  *.  It  is 
ncverthclcfs  hardly  pofTible  for  any  Kngiifliman,  who  was  witnefs  to  the  de- 
feat of  M.  Conflans,  by  the  vidorious  Sir  Kdward  llawkc,  on  the  ever- 
memorable  20th  of  November  1759,  to  avoid  diflenting  a  while  from  that 
gentleman's  opinion.  In  reality,  a  fact,  confirmed  by  repeated  experience, 
muft  unavoidably  triumph  over  all  theoretical  conclufions. 

Ships  of  the  iccond  rate,  and  thofe  of  the  third,  which  have  three  decks, 
carry  their  fails  remarkably  well,  and  lah)our  very  little  at  fea.  They  are 
excellent  in  a  general  action,  or  in  cannonading  a  fortrefs.  Thofe  of  the 
third  rate,  which  have  two  tiers,  are  fit  for  the  line  of  battle,  to  lead  the 
convoys  and  fquadrons  of  fhips  of  war  in  aftion,  and  in  general,  to  fuit 
the  different  exigencies  of  the  naval  fervice. 

The  fourth  rates  may  be  employed  on  the  fame  occafions  as  the  third 
rates,  and  may  be  alfo  deflmed  amon^ft  the  foreign  colonies,  or  on  expe- 
ditions of  great  diftance  -,  fince  thefe  vefTels  are  ufually  excellent  for  keep- 
ing and  fuftaining  the  fea. 

VefTels  of  the  fifth  rate  are  too  weak  to  fufFer  the  fhock  of  a  line  of  battle; 
but  they  may  be  deflined  to  lead  the  convoys  of  merchant-fhips,  to  protedt 
the  commerce  in  the  colonies,  to  cruize  in  different  itations,  to  accompany 
fquadrons,  or  be  fent  exprcfs  with  ncceffary  intelligence  and  orders.  1  he 
fame  may  be  obferved  of  the  fixth  rates. 

The  frigates,  which  mount  from  28  to  38  guns  upon  one  deck,  v/iththe 
quarter-deck,  are  extrem.ely  proper  for  cruizing  againit  privateers,  or  lor 
fhort  expeditions,  being  light,  long,  and  ufually  excellent  failers, 

RATLINGS,  (enflechures,  ¥r.)  certain  fmall  lines  which  traverfe  the 
fljrouds  of  a  Ihip  horizontally,  at  regular  diltances  from  the  deck  upwards, 
and  forming  a  variety  of  ladders,  whereby  to  climb  to  any  of  the  mafl- 
heads,  or  defcend  from  them.  Hence  the  term  is  apparently  derived  from 
rath,  an  obfolete  word,  fignifying  a  hill. 

In  order  to  prevent  the  ratling  from  flipping  down  by  the  weight  of  the 
failors,  they  are  firmly  attached  by  a  knot,  called  a  cloie-bitcb,  to  all  the 

•  The  fame  gentleman  obfervcs,  that  a  fliip  of  two  decks,  fuch  as  are  genenlly  all  thofe 
of  the  third  and  fourth  rates,  cannot  be  fo  ilrongly  connected  as  one  that  is  fuinifhed  with 
three  :  a  vefTel  pierced  for  15  guns  on  one  fide  of  her  deck  muft  neceflarily  he  very  long, 
and  is  fometimes  apt  to  droop  at  the  two  ends  ;  or,  in  the  fca-phrafe,  to  6reai  her  back  un- 
4er  the  enormous  weight  of  her  artillery. 

Ihrouds, 


R     E     A  REE 

fliroiids,  except  the  foremoft  or  afcmofl:  ;  where  one  of  the  ends,  being 
fitted  with  an  eye-fplice,  is  previoiifly  fattened  with  twine  or  packthread. 

REACH,  (r^cau.  Sax.)  the  line,  or  diftance,  comprehended  between 
any  two  points  or  Ilations  on  the  banks  of  a  river,  wherein  the  current  flows 
in  a  flrait  uninterrupted  courfc. 

REAR,  (arrière^  Fr.)  a  name  given  to  the  laft  divifion  of  a  fquadron,  or 
the  laft  fquadron  of  a  fleet,  and  which  is  accordingly  commanded  by  the 
third  officer  of  the  faid  fleet  or  fquadron.     See  the  article  Division. 

REEF,  (ris^  Fr.  reef,  Dutch)  a  certain  portion  of  a  fail,  comprehended 
between  the  top  or  bottom,  and  a  row  of  eyelet-holes  parallel  thereto. 

The  intention  of  the  reef  is  to  reduce  the  furface  of  the  fail  in  propor- 
tion to  the  increafe  of  the  wind  ;  for  which  reafon  there  are  feveral  reefs 
parallel  to  each  other  in  the  fuperior  fails,  whereby  they  may  beftill  further 
diminiflicd,  in  order  to  corrcfpond  with  the  feveral  degrees  of  the  gale. 
Thus  the  top-fails  of  fliips  arc  ufually  furniflied  with  three  reefs,  Imn,  fig.  i.. 
plate  IX.  parallel  to  the  yard;  and  there  are  always  three  or  four  reefs, 
parallel  to  the  bottom  on  thole  main-fails  and  fore-fails,  which  are  extend- 
ed upon  booms  :   a  circumftance  common  to  many  of  the  fmall  veficls. 

Reef  alfo  implies  a  chain  of  rocks,  lying  near  the  furface  of  the  water. 

REEF-BAND,  a  piece  of  canvas,  icwcd  acrofs  the  fail,  to  llren^then 
it  in  the  place  where  the  eyelet-holes  of  the  reefs  are  formed. 

REEFING,  the  operation  of  reducing  a  ful,  by  taking  in  one  or  more 
of  the  reefs,  which  is  either  performed  by  lines,  points,  or  buttles. 

Thus  the  top-fails  are  always,  and  the  courfcs  generally,  reefed  with 
points,  which  are  flat  braided  pieces  of  cordage,  whofe  lengtlis  are  nearly 
double  the  circumference  of  the  yard.  Thefe  being  inferred  in  the  eyelet- 
holes,  are  fixed  in  the  fail  by  means  of  two  knots  in  the  middle,  one  of 
which  is  betore,  and  the  other  behind  the  reef-band. 

In  order  to  reef  the  top-fails  with  more  facility  and  expedition,  they  are 
lowered  down  and  made  to  flnver  in  the  wind,  which  confiderably  relaxes 
their  tcnfion.  The  extremities  of  the  reef  are  then  drawn  up  to  the  yard-arms 
by  an  aflcmblage  of  pullies  communicating  with  the  deck,  termed  the  reef- 
tackle  ;  and  they  are  fccurely  faftened  to  the  yard-arms  by  fmall  cords,  called 
eariftgs.  Tlie  fpace  of  iail,  comprehended  in  the  reef,  is  then  laid  fmoothly 
over  the  yard,  in  lèverai  folds  or  doubles  :  and  the  whole  is  completed  by 
tying  the  points  about  the  yard,  fo  as  to  bind  the  reef  clofe  up  to  it. 

ihe  courfes  of  large  fliips  are  either  reefed  with  points  or  fmall  cords, 
which  are  thence  called  reef-lmes.  In  the  latter  cafe,  the  line  is  pafled  fpi- 
rally  tlirough  the  eyelet-holes  of  the  reef,  and  over  the  head  of  the  fail  al- 
ternately, and  afterwards  Rr„ined  as  tight  as  poflible.  It  mull  be  obferved, 
however,  that  the  reef-line  is  fometimes  palTed  round  tlie  yard,  and  Ibme- 
times  only  round  the  head  of  the  fail  ;  and  each  of  thefe  methods  have  their 
advocates,  with  arguments  more  or  lefs  convincing.  But  if  it  fliould  appear 
tflential  to  prevent  the  fridtion  by  which  a  fail  is  galled  between  the  line  and 
the  yard  i  and  as  the  rope-bands  arc  fuificicnt  to  fuftain  the  effort  of  the 

5  l^il. 


REE  R     E     L 

fail,  it  is  certainly  much  better  to  pafs  the  line  only  rovind  the  fail,  pro- 
viiied  that  the  turns  are  inlerted  through  tlie  rcband-lc'gs  ;  a  circiimllancc 
which  is  carefully  praftiled  by  every  fkilt'ul  lailor. 

The  faine  reaibn  may  be  alkxlged,  with  equal  propriety,  in  favour  of  ty- 
ing  tlie  points  of  the  courfes  in  the  fame  manner  j  that  is  to  fay,  the  after- 
end  of  the  point  fliould  be  thrull  forward  between  the  head  of  the  fail 
and  the  yard  -,  and  the  fore-leg  of  the  faid  point  fliould  come  aft  over  the 
head  of  the  fail,  aiKl  alio  under  the  yard  :  and  thus  croflcd  over  the  head 
of  the  fail,  the  point  (hould  be  extended,  and  the  two  ends  brought  over 
the  yard,  and  tied  on  the  upper  fide  of  it  as  (Irait  as  pofiTible. 

When  a  fail  is  reefed  at  the  bottom,  it  is  done  by  hiitlles,  which  being 
thruft  through  the  eyelet-holes  thereof,  are  tied  firmly  about  the  fpace  oV 
canvas  of  which  the  reef  is  com.pofed,  and  knotted  on  the  lower  fide  of  the 
bolt-rope.  Thefe  knittles  are  accordmgly  removed  as  foon  as  the  reef  is  let 
out. 

Befides  the  manner  above-defcribed,  there  are  other  methods  of  reducing 
a  fail  to  the  Itorm,  as  expla'ncd  in  the  .irticles  Goose-Wing  and  Balance. 

REEF-TACKLE,  a  rope  which  pafl"cs  from  the  deck  to  a  block  nt  the 
topmaft-head,  and  thence  to  another  block  at  the  topf.iil-yard-arm,  where 
it  communicates  with  another  rope,  called  it's  pendent,  that  runs  down- 
wards through  a  hole  in  the  yard,  and  is  arterwards  attached  to  a  cringle^ 
a.  little  below  ihe  loweft  reef,  as  exhijbired  by  fig.  i.  plate  IX.  where  h  is 
the  reef-tackle,  and  i  the  pendent  thereof.  It  is  uled,  as  we  have  already 
obfervcd,  to  pull  the  fkirts  of  the  reets  clofe  up  to  the  extremities  of  the 
topfail-yards,  in  order  to  lighten  the  iail,  the  weight  of  which  would 
otherwifc  render  it  very  d'fficulc  to  perform  tliis  operation. 
REEL  cf  the  log.     See  the  article  Log. 

To  REEVE,  is  to  pafs  the  end  of  a  rope  through  any  hole,  as  the  chan- 
nel of  a  block,  the  cavity  of  a  thimble,  cleat,  ring-bolt,  &c. 
RECKONING.     See  Dead-Rfckoning. 

REFITTING,  is  generally  undcrllood  to  imply  the  repairing  any  da- 
mages, which  a  fliip  may  have  fuftained  in  her  fails  or  rigging,  by  bat- 
tle or  tempeftuous  weather  ;  but  more  particularly  by  the  former.  See 
Engagement  and  Repair.. 

REIGNING-WINDS,  a  name  given  to  the  winds  which  ufually  prevail 
on  any  particular  coaft  or  region,  the  knowledge  of  which  is  cfTentially  ne- 
cefTary  to  every  pilot  who  is  charged  with  the  navigation  in  thoit;  leas. 

RÉLIEVING-TACKLES,  two  ftrong  tackles  uled  to  prevent  a  fhip 
from  overturning  on  the  careen,  and  to  affift  in  bringing  her  upright  after 
that  operation  is  completed. 

The  relieving-tackips  are  furniflied  with  two  ftrong ^ayj,  (attrapes,  Fr.)  or 
pendents,  by  which  their  etForts  are  communicated,  under  the  fliip's  bottom, 
to  the  oppofite  fide,  where  the  ends  ol  the  guys  are  attached  to  the  lower 
gun-ports.  The  other  ends  of  the  tackles  are  hooked  to  the  wharf,  or  pon- 
toon,  by  which  the  veflTel  is  careened.     Thus  if  the  fhip  is  firfl  to  be  laid 

5  down 


.  î 


R     E     L  RHO 

down  on  the  larboard- fide,  which  is  ocai-ell  the  wharf,  the  rclioving-tacklcs 
arc  pailcd  under  her  bottom  from  the  i'aid  wharf,  raid  attached  to  thï  llar- 
board-lide,  by  which  they  will  rcRrain  her  from  falling  lower  than  is  neccf- 
lury.     See  Righting.  '.',-. 

■•■liELiEViNC-'i'ACRi.E,  i S  alio  a  name  fometln-.cs  given  to  the  train-tackies 
of  a  gun-carriage.     See  Cannon  and  I^xeucisiî. 

Rfc"NDERI?'I^G,  as  alL-a-term,  is  generally  undcrfcood  to  be  tlie  efFcA  of^ 
.  yielding,  or  giving  way,  without  refiitance,  to  the  efforts  of  foine  mechani- 
cal power.  It  is  ufually  expreiïcd  of  a  complicated  tackle,  lûniard,  or 
lûj/jin^,  when  the  effeft  of  the  power  applied  is  communicated  with  facility' 
to  all  the  parts,  without  being  interrupted  in  it's  pafluge.  It  is  therefore, 
ufed  in  contra-difti!i(!^ion  to  [licking  or  jamming.  ,^   i  ■ 

RENDtZ\'Ol.lS,  ih.e  port,  or  [ilace  of  dellination,  where  the  feveral 
Uiips  of  a  fleet  or  lquad:on  are  appointed  to  rejoin  the  whole,  in  cale  of  a 
feparation,  oecafioned  by  tempcftuous  weather,  or  other  unforcleen  accif, 
dent.    . 

REPAIR,  (radoub,  Fr.)  the  operation  of  amending  any  injuries,  or 
fupplying  any  deiiciencics,  which  a  fliip  may  have  received  by  age,  battle, 
tempeltuous  weather,  &c. 

.  J'he  repair  is  nt-ceilarily  greater  or  fmaller,  in  proportion  to  the  lofs  which 
the  velTel  has  fuftained.  Accordingly  a  fuitable  number  of  the  timbers, 
hc-ams,  or  planks^  or  a  fufficient  part  of  eitlier,  are  removed,  and  nev/  pieces 
fixedin  their  places.  The  whole  is  completed  hy  breaming,  caulking,  and 
paying  the  body  with  a  new  cor.-ipolition  of  ftuif.     Sec  Docking. 

REPRISE,  a  lliip  which  is  retaken  from  the  enemy,  foon  after  tlic  firit 
capture;  or  at  leall  betorelhe  has  arrived  in  any  neutral  or  hoftile  port. 

If  a  veiVel,  thus  retaken,  h.is  been  twenty-four  hours  in  tiie  poflcfllonof 
the  enemy,  it  is  deemed  a  lawful  prize  ;  but  if  it  be  retaken  within  that 
time,  it  is  to  be  reftored  to  the  proprietor,  with  every  thing  therein,  upon 
Jiis  allowing  one  third  to  the  vcifel  who  made  the  reprife.  Alfo  if  the  re- 
prife  has  been  abandoned  by  the  enemy,  either  in  a  tempeft,  or  from  any 
other  cauie,  before  it  has  been  led  into  any  port,  it  is  to  be  reftored  to  the 
proprietor. 

.  RETREAT,  the  order  or  difpofition  in  which  a  fleet  of  French  men  of 
war  decline  engagement,  or  fly  from  a  purfuing  enemy*. 

RHOMB-LINE,  a  line  prolonged  from  any  point  of  the  compafs  on 
a  nautical  chart,  except  the  four  cardinal  points. 

•  The  reaiier,  who  wiftics  to  be  expert  in  this  manœuvre,  will  rind  it  copioully  dcfcribed 
liy.fsycral  ingenious  I'rench  writers,  particularly  L'lloie,  S.ivericn,  Morogucî,  Bourde,  and 
O/ane  ;  who  have  given  accurate  in(truàlion>,  deduced  from  experience,  for  putting  it  in 
praftice  when  occnfion  requires.  As  it  is  not  properly  a  term  of  the  Britiih  marine,  a  more 
circumAantial  account  of  it  might  be  conlidercd  (orei^jn  to  our  plan.  It  has  been  oblerved 
in  another  part  of  this  work  (a),  that  the  French  h:ive  generally  exhibited  greater  proofs 
of  talle  and  judgment  in  the  fculpture,  with  which  their  Ihips  are  decorated,  than  the  Euglifh  ; 
the  fame  candour  and  impartiality  obliges  us  to  coiifcls  their  fupetior  dexterity  in  this  move- 
ment. 

(«)  Sec  the  article  IltAi). 

I  i  RIBBANDS, 


RIB  RIB 

RIBBANDS,  lijja,  Fr.  (from  rib  and  bend)  in  naval  archite<fture,  long 
narrow  tkxiblc  pieces  of  timber,  nailed  upon  the  oiitfide  of  the  ribs,  from 
thç  Jiem  to  the  Jlern-pcji,  fo  as  to  envelop  the  (hip  lengthways,  and  appear 
on  her  fide  and  bottom  like  tl;c  meridians  on  the  kirface  of  the  globe. 

The  ribbands,  being  judicioufly  arranged  with  regard  to  their  heighth 
and  diftance  from  each  other,  and  forming  regular  fweeps  about  the  fliip's 
bod)',  will  compofe  a  kind  of  frame,  whole  interior  kirface  will  determine 
the  curve  of  all  the  intermediate,  or  filling-timbers,  which  are  ftationcd  be- 
tween the  principal  ones.  As  the  figure  of  the  fhip's  bottom  approaches 
to  that  of  a  conoid,  and  the  ribbands  having  a  limited  breadth,  it  is  appa- 
rent, that  they  cannot  be  applied  to  this  convex  furface  without  forming 
a  double  curve,  which  will  be  partly  vertical  and  partly  horizontal-,  fo 
that  the  vertical  curve  will  increale  by  approaching  the  Hem,  and  ftill  more 
by  drawing  near  the  ftern-poif.  It  is  alfo  evident,  that  by  deviating  from 
the  middle  line  of  the  fliip's  length,  as  they  approach  the  extreme  breadth 
at  the  miclJJjip-frame,  the  ribbands  will  alio  form  an  horizontal  curve.  The 
loweft  of  thcfc,  which  is  terminated  upon  the  ftem  and  ftern-poft,  at  the 
heighth  of  the  rifing-line  of  the  floor,  and  anfwers  to  the  upper  part  of  the 
floor-timber  upon  the  midfliip-frame,  is  called  the  /«^w-ribband.  That 
which  coincides  with  the  v:ing-tranfom,  at  the  height  of  the  lower-deck 
upon  the  midfliip-frame,  is  termed  the  irraJZ/f'-ribband  :  all  the  reft,  which 
are  placed  between  thefe  two,  are  called  intermediate  ribbands. 

From  this  double  curve  it  refults,  that  the  ribbands  will  appear  in  dif- 
ferent points  of  view,  when  delineated  upon  different  planes  of  the  fame 
fhip.  To  conceive  this,  let  us  fuppofe  the  fkeleton  of  a  fliip  upon  the 
ftocks,  as  in  plate  IV.  fig.  ii.  and  plate  X.  fig.  2.  with  the  ribbands  re- 
prefented  by  dotted  lines  upon  her  bottom.  If  a  fpeftator  is  placed  oppo- 
fite  to  the  ftem  or  ftern-poft,  on  a  line  prolonged  from  the  keel,  he  will 
only  view  the  projedion  of  the  ribbands  on  the  plane  of  the  midlhip- 
frame,  in  which  the  horizontal  curve  is  very  little  perceived  -,  he  will  dif- 
covcr  part  of  the  vertical  curve,  which  rifes  continually  from  the  extreme 
breadth  towards  the  ftem  and  ftern,  fo  that  they  muft  be  drawn  upon  the 
plane  of  projeftion  as  oblique  lines,  which  terminate  upon  the  midfhip- 
Irame  at  the  point  where  the  ribband  touches  it,  and  upon  the  ftem  and 
ftern-poft  at  the  point  where  their  ends  are  lodged. 

If  the  fpeftator  were  to  change  his  pofition,  and  perceive  the  projeftion 
of  the  ribbands  upon  a  plane,  luppofed  to  be  elevated  upon  the  length  of 
the  keel,  he  would  alfo  difcover  their  vertical  curve,  as  i:  is  fometimes  ex- 
preffed  in  the  flieer-draughc,  without  diftinguiftiing  the  horizontal  one. 

But  if  we  imagine  the  eye  of  the  fpeftator  placed  confiderably  above  the 
(hip,  on  a  line  perpendicular  to  the  middle  of  the  keel,  lie  will  then  difcover 
the  projedlion  of  the  ribbands  upon  the  plane  of  the  ground  beneath  the 
ftiip,  and  view  the  horizontal  curve,  (fee  the  borizontcl  -plane,  plate  I.)  with- 
out perceiving  the  perpendicular  one. 

In  order  to  give  the  reader  as  diftindl  an  idea  as  poflîble  of  the  ribbands, 

we  have,  befides  the  above  reprefentations,  exhibited  a  perfpedtive  view  of 

I  them 


RIB  RID 

them  in  the  frame  or  fkeleton  of  a  fmall  vcfll-1,  referred  to,  from  the  ar- 
ticle Timber. 

RIBS  of  ajhip,  a  figurative  exprefTion  for  the  timbers.    See  that  article. 

Ribs  of  a  parrel.     See  Parr£l. 

RIDERS,  a  fort  of  interior  ribs,  fixed  occafionally  in  a  fliip's  hold  op- 
pofite  to  fome  of  the  principal  timbers,  and  reaching  from  the  kelfon  to 
the  beams  of  the  lower-deck,  and  fometimcs  higher,  in  order  to  flrengthen 
her  frame.  They  are  bolted  to  the  other  timbers,  to  lupport  them  when 
it  is  apprehended  the  fhip  is  not  fufficiently  ftrong  in  the  part  where  they 
are  fixed  ;  which  is  generally  amidfliips. 

The  riders  have  alfo  their  floor-pieces  and  futtocks,  and  fometi mes  their 
top-pieces,  all  of  which  are  fcarfed  to  each  other  in  the  fame  manner  as  in 
the  timbers. 

The  riders  ought  to  be  ftationed  fo  as  to  lie  between  two  ports  of  the 
lower  deck,  and  to  correfpond  with  the  timbers  to  which  they  are  attached, 
in  fuch  a  manner,  as  that  the  fcarfs  of  the  riders  may  be  clear  of  thofe  of 
the  timbers.  They  arc  fcorcd  upon  the  kcHon,  clamps,  and  thick-fluff  of 
the  bottom.  They  are  fecured  by  bolts,  which  are  driven  from  without,  fo 
as  to  penetrate  the  outfide  planks,  the  timbers,  the  clamps,  and  the  riders  ; 
on  the  infide  of  which  lalt  they  are  fore-locked.     See  thofe  articles. 

Thefe  pieces  are  rarely  ufed  in  merchant- fliips,  becaufe  they  would  be  ex- 
tremely inconvenient  in  the  hold,  bcfides  occupying  too  large  a  Ipace  there- 
of; neither  are  they  always  ufed  in  veflels  of  war,  at  leall  till  after  the  fhip 
is  enfeebled  by  fcverul  cruizes  at  fea. 

RIDGE,  a  long  alfemblage  of  rocks,  lying  near  the  furface  of  the  fea,  fo 
as  to  intercept  the  paflagc  of  a  Ihip  under  fail.  See  alfo  Reef  and  Shal- 
low. 

RIDING,  when  exprefled  of  a  fliip,  is  the  fl:ate  of  being  retained  in  a 
particular  llation,  by  means  of  one  or  more  cables  with  their  anchors,  which 
are  for  this  purpofe  funk  into  the  bottom  of  the  fea,  &c.  in  order  to  pre- 
vent the  veflel  from  being  driven  at  the  mercy  of  the  wind  or  current. 
See  Mooring.  A  rope  is  faid  to  ride,  when  one  of  the  turns  by  which  it 
is  wound  about  the  capflern  or  windlafs  lies  over  another,  fo  as  to  interrupt 
the  operation  of  heaving. 

Riding  athzvart,  the  pofition  of  a  fhip  which  lies  acrofs  the  direfbion  of 
the  wind  and  tide,  when  the  former  is  fo  ftrong  as  to  prevent  her  from 
falling  into  the  current  of  the  latter. 

Riding  between  the  wind  and  tide.,  the  fituation  of  a  veflel  at  anchor,  when 
the  wind  and  tide  aft  upon  her  in  direft  oppofition  ;  in  fuch  a  manner  as 
to  deftroy  the  effort  of  each  other  upon  her  iuill  ;  lb  that  (he  is  in  a  man- 
ner balanced  between  their  reciprocal  force,  and  rides  without  the  leall 
ftrain  on  her  cables. 

When  a  fhip  does  not  labour  heavily,  or  feel  a  great  ftrain  when  anchored 
in  an  open  road  or  bay,  ftie  is  faid  to  ride  cafy.  On  the  contrary,  when 
flie  pitches  violently  into  the  fea,  fo  as  to  ftrain  her  cables,  mafts,  or  hull, 
it  is  called  riding  hard,  and  the  veffel  is  termed  a  bad  roader. 

I  i  2  A  Ihip 


RIG  RIG 

A  fliip  is  rarrly  laid  to  ride  when  flie  is  faftcned  at  both  the  ends,  cis  in  a 
harbour  or  river,   that  fiiiiation  being  comprelicndcd  in  the  article  McpR- 

ING.  ' 

RIGGING,  a  general  name  given  to  all  the  ropes  employed  to  fiipport 
the  malls  ;  and  to  extend  or  reduce  the  fiiils,  or  arrange  them  to  the  dil'po- 
iicion  ofthe  wind. 

The  former,  v/hich  are  ufcd  to  Tulhiin  tlie  marts,  remain  uiually  in  a  fixed 
pofitiyni,  and  are  c;;lled  _y?rt/;^/;/^  rigging -,  fuch  are  û\c  JJrroudSy  Jlays,  and 
back-ftays.  The  latter,  whofe  office  is  to  manage  the  fails,  by  communi- 
cating with  various  blocks,  or  puUies,  fituated  in  different  places  of  the 
mafis^  yards,  prends^  Sec.  are  comprehended  in  the  general  term  oi running- 
rigging.     Such  are  the  braces,  fieets,  haliards,  clue-lines,  braih,  &c. 

In  rigging  a  mall,  the  firft  thing  ufually  fixed  upon  it's  head,  is  a  circu- 
lar wreath  or  rope,  called  û\v:  grommct,  or  collar,  which  is  firmly  beat  down 
upon  the  top  of  the  hoimds.  The  intent  of  this  is  to  prevent  the  flirouds 
from  beiiig  fretted  or  v/orn  by  the  trejlle- trees,  or  fhoulders  of  the  lîiaft  ; 
after  this  arc  laid  on  the  two  pendents,  from  whole  lower  ends  the  main,  or 
fore-tiitkles  are  fufpended  ;  and  next,  xhe  fircuds  of  t!ie  ftarboard  and  lar- 
board fide,  in  pairs,  alternately.  The  whole  is  covered  by  xhejlrys,  which 
are  the  largeft  ropes  of  the  rigging.  ■'^.i.  ji..i /uirw/ 

When  a  yard  ii  to  be  riggid,  a  grommet  is'alfo  driven  firft  on  each  of  it's 
extremities  :  next  to  this  are  fitted-on  the  bcrfes,  the  braces;  and,  laftly,  the 
lifts,  or  top-failjhect-hlocks  :  all  of  which  are  explained  in  their  proper  places. 
The  principal  objects  to  bcconfidered  in  rigging  a  fliipappiartobeftrength, 
convenience,  and  fimplicity  ;  or  the  properties  of  affording  fufficient  fecurity 
to  the  mafts,  yards,  and  fails-,  of  arranging  the  whole  machinery  in  the  m.oft 
advantageous  manner,  to  fuftain  the  mafts,  and  facilitate  the  management 
of  the  fails  ;  and  of  avoiding  perjjiexity,  and  rcjcfting  whatever  is'fuper- 
fluous  or  unnecefTary.  The  perfeftion  of  this  art  then  confifts  in  retaining 
all  thofe  qualities,  and  in  preferving  a  judicious  medium  between  them. 

RiGGiNG-ouT  a  boom,  the  operation  of  running  out  a  pole  upon  the  end 
■ofa  yapdi,  .or  bowfprit,  to  extend  the  foot  of  a  fail.  Thefe  booms  are 
confined  in  thofe  places  by  double  rings,  formed  like  a  figure  of  8,  one 
part  of  which  is  fultcned  to  the  relpcétive  yard-arm,  or  bowfprit-end,  and 
tlie  other  receives  tlie  boom,  which  is  occalîonally  rigged  out,  or  drawn 
in  through  it.  The  rings  uieci  in  this  fervice,  are  termed  boom-irons. 
r  RIGHTING,  (relever,  Fr.)  the  acl  of  reftoring  a  fliip  to  her  uprigiic 
pofition,  after  flie  has  been  laid  on  a  careen,  by  the  mechanical  powers 
ufually  applied  in  that  operation. 

This  is  generally  the  natural  effèft  of  carting  Itiole  the  careening  pullies 
by  which  flie  had  been  drawn  down.     It  is  however  neceflary  fometimes  to 
,  apply  mechanical  powers  to  right  the  rtiip  in  fuch  a  fituation.     The  prin- 
.cipal  of  thefe  are  the  relieving-tackles.     See  that  article; 

A  Ihip  is  alio  faid  to  right  at  fea  when  flic  rites,  with  her  mafts  ereded, 
after  having  been  preft  down  on  one  fide  by  the  effort  of  her  fails,  or  a 
frJnca\jy  fquall  of  wind. 

Righting», 


RIG  R     O     A 

Righting,  v/hen  cxprefTed  of  the  helm,  implies  the  replacing  it  in  the 
middle  of  the  (hip,  aft^r  having  produced  the  required  effett,  of  wheeling 
her  to  the  right  or  left,  as  much  as  appeared  ncceflary. 

P.  IJVT,  or  BRIM,  a  name  given  to  the  circular  edge  of  any  of  the  tops. 
See  that  article. 

RING-BOLT,  (cheville  à  boucle,  Fr.)  an  iron  bolt,  with  an  eye  at  one 
end,  wherein  is  fitted  a  circular  ring,  as  expreifcd  in  fig.  3.  and  4.  plate  II. 
The  ring-bolts  are  for  feveral  ufes,  but  particularly  to  hook,  the  tackles,  by 
which  the  cannon  of  a  fhip  are  managed  and  fecured  :  accordingly  there  is 
one  fixed  in  the  deck  oppofite  to  every  cannon,  reprefcnted  by  Z,  plate  III. 
Deck  :  and  they  are,  for  the  fame  purpofe,  fixed  in  the  edges  of  tiie  guh- 
porcs,  as  expreifctl  in  the  Midship-frame,  plate  VII.  They  are  driven 
through  the  plank  and  the  correfponding  beam,  or  timber,  and  retained  in 
this  pofition  by  a  fmall  pin  thrulc  through  a  hole  in  tiie  fmall  end,  as  ap- 
pears  in  fig.  39.   plate  II. 

RING-ROPKS,  fhort  pieces  of  rope,  tied  occafionally  to  the  ring-bolts 
of  the  deck,  to  fallen  the  cable  more  li;cuiely  when  the  fliip  rides  in  a  tem- 
peR,  or  turbulent  fea,  or  rapid  current.  They  are,  however,  more  parti- 
cularly neceiTary  in  veering  av/ay  the  cable  gradually  in  thofe  circumftances, 
in  order  to  frcJJjen  the  ha-ivfe  ;  ai,  without  this  precaution,  it  would  be  ex- 
trem.cly  difficult  to  check  the  cable,  v/hich,  being  then  charged  with  a  great 
effort,  might  be  drawn  violently  out  of  the  fhip  at  random. 

RING-TAIL,  a  fmall  trianguL.r  fail,  extended  on  a  little  maft,  which 
is  occafion:!l!y  credled  for  that  purpofe  on  the  top  of  a  fliip's  ftern.  The 
lower  part  of  this  fail  is  ftretched  out  by  a  boom,  which  projeéls  from  the 
ftcrn  horizontally.  This  fail  is  only  uled  in  light  and  favourable  winds, 
particularly  in  the  Atlantic  ocean. 

RiNG-TAii-  is  alfo  a  name  given  to  a  fort  oi Jiudding-fail,  hoifted  beyond 
the  after-edge  or  fkirt  of  thofe  main-fails  which  are  extended  by  a  boom 
and  gafF;  as  in  a\\  Jlocps,  brigs,  s.nà.  fchocners  :  this  ring-tail  is  accordingly 
of  the  fame  depth  with  that  part  ot  the  main-lail  upon  which  it  borders. 
See  Sail. 

RIPPLING,  a  broken  and  interrupted  noife,  produced  by  a  current  on 
or  near  the  fea-coall. 

RISING-LINL,  a  name  given  byfliipwrights  to  an  incurvated  line,  which 
is  drawn  on  the  plane  of  elevation,  to  determine  the  height  of  the  ends  of 
all  the  JJoor-li/iibcrs  througiiout  the  fhip's  length,  and  which  accordingly  af- 
certains  the  figure  of  the  bottom,  with  regard  to  fharpnefs  and  flatneis. 

ROAD,  (>û(ù,  Fr.)  a  bay,  or  place  of  anchorage,  at  I'ome  diltancc 
from  the  Ihore,  on  the  fea-coall,  whither  Ihips  or  vclfcls  occafionally  re- 
pair to  receive  intelligence,  orders,  or  neccfiary  fupplies  ,  or  to  wait  for 
a  fair  wind,  &cc. 

The  excellence  of  a  road  confifts  chiefly  in  it's  being  protefled  from  die 
reigning  winds,  and  the  fwcU  of  the  fea  ;  in  having  a  good  atichoring-grotind, 
and  being  at  a  competent  diftance  from  the  fhore.  Thole  which  are  not 
Uifilcieiitly  incloled  are  termed  open  roads. 

ROADFR, 


R     O     A  R     O     L 

ROADER,  a  veflel  riding  at  anchor  in  a  road,  bay,  or  river.  Ifu 
vefTel  under  fail  ftrikes  againlt  any  reader,  and  damages  her  in  pafiing,  the 
former  is  obliged  by  law  to  make  good  tlie  damages  fuftained  by  the  latter. 

The  readers  attentively  obferve  to  anchor,  or  moor,  at  a  competent 
diltance  from  each  other;  and  that  thofe  which  arrive  laft  (hall  not  moor 
in  the  track  of  the  fhipping  which  anchored  before,  fo  as  to  intercept  their 
pafTage  when  they  are  ready  to  depart. 

ROBANDS,  or  ROPE-BANDS.     See  Rope-band. 

ROGUES-YARN,  a  name  given  to  a  rope-yarn,  of  a  particular  con- 
ftrudlion,  which  is  placed  in  the  middle  of  every  Jlrand,  in  all  cables  and 
cordage  in  the  king's  fervice.  It  differs  from  all  the  reft,  as  being  untar- 
red,  and  twifted  in  a  contrary  manner,  by  which  it  is  eafily  difcovered. 
The  ufe  of  this  contrivance  is  to  examine  whether  any  cordage,  fuppofed 
to  be  ftolen  or  embezzled,  has  been  formed  for  the  king's  fervice. 

ROLLER,  a  cylindrical  piece  of  timber,  fixed  either  horizontally  or 
perpendicularly  above  a  fhip's  deck,  fo  as  to  revolve  about  an  axis.  It  is 
ufed  to  prevent  the  cables,  hmvfers,  &c.  from  being  chafed  by  the  friftion 
■which  their  furfaces  would  otherwife  encounter,  from  bearing  againft  that 
part  of  the  ffiip,  where  the  roller  is  placed,  whilft  they  are  drawn  into  the 
Ihip,  &c.  by  mechanical  powers. 

Rollers,  are  alfo  moveable  pieces  of  wood,  of  the  fame  figure,  which 
are  occafionally  placed  under  planks,  or  long  pieces  of  timber,  in  order  to 
move  them  with  greater  facility  either  in  the  dock-Y3.ràs,  or  in  lading  and 
delivering  merchant-lhips. 

ROLLING,  the  motion  by  which  a  fliip  rocks  from  fide  to  fide  like  a 
cradle,  occafioned  by  the  agitation  of  the  waves. 

Rolling,  therefore,  is  a  fort  of  revolution  about  an  imaginary  axis,  paflîng 
through  the  center  of  gravity  of  a  fhip:  fo  that  the  nearer  the  center  of  gra- 
vity is  to  the  keel,  the  more  violent  will  be  the  rolling-motion;  becaufe  the 
center  about  which  the  vibrations  are  made,  is  placed  fo  low  in  the  bottom, 
that  the  refiftance  made  by  the  keel  to  the  volume  of  water  which  it  difplaces 
in  rolling,  bears  very  little  proportion  to  the  force  of  the  vibration  above  the 
center  of  gravity,  the  radius  of  which  extends  as  high  as  the  maft-heads. 

But  if  the  center  of  gravity  is  placed  higher  above  the  keel,  the  radius  of 
vibration  will  not  only  be  diminifiied,  but  an  additional  force  to  oppofe 
the  motion  of  rolling  will  be  communicated  to  that  part  of  the  lliip's  bot- 
tom, which  is  below  the  center  of  gravity. 

So  far  as  relates  to  the  efFeft  of  rolling,  when  produced  by  the  quality  or 
ftowage  of  the  ballaft,  and  to  the  manner  by  which  it  may  be  prevented, 
viz.  a  change  of  the  quantity  or  difpofition  of  the  ballaft,  we  fliall  endea- 
vour to  explain  under  the  article  Trim.  It  may,  however,  be  neceflary 
to  remark,  that  the  conftruftion  of  the  Ihip's  bottom  may  alfo  contribute 
to  diminifh  this  movement  confiderably. 

To  illuftrate  this  by  an  example,  let  us  fuppofe  the  feftion  of  a  Ihip  per- 
pendicular to  the  keel  to  be  exactly  circular,  plate  VIII.  fig.  8.  it  is  evident, 

that 


R     O     L  R     O     U 

that  if  this  be  agitated  in  the  water,  it  will  have  nothing  to  fuftain  it,  be- 
caiife  the  rolling  or  rotation  about  it's  center  dilpluces  no  more  water  than 
when  it  remains  upright  :  conkqviently  the  rolling  motion  muft  be  very 
great  in  a  high  i'ea.  But  it"  a  plank  is  fixed  below  it  edgeways,  or  perpen- 
dicular to  the  furtace,  as  low  as  e,  throughout  the  whole  length  of  the  Ihip, 
it  is  plain  that  the  planks  will  dilplace  a  volume  of  water  to  the  right, 
when  the  fhip  is  inclined  to  the  left,  which  will  retard  her  motion  ;  and 
this  obilruclion  will  always  aft  contrary  to  her  heeling  or  inclination  to  one 
fide,  and  greatly  diminifh  the  vibration  or  rollings  although  it  will  add 
very  little  to  her  ftiffiiefs  :  For,  admitting  the  fhip  to  incline  to  one  fide,  as 
in  fig.  8.  the  plank  de  would  produce  a  very  weak  effort  to  bring  her  up- 
right. But  the  depth  of  the  keel,  the  rifing  of  the  floors,  and  the  dead  wood 
fore  and  aft,  as  in  fig.  9.  plate  Vlll.  will  anfwer  the  fame  purpofe  as  the 
plank  d  e. 

Many  fatal  difafters  have  happened  to  fliips,  arifing  from  a  violent  roll- 
ing ;  as  the  lofs  of  the  mails,  loofening  of  the  cannon,  and  draining  vio- 
lently on  the  decks  and  fides,  fo  as  to  weaken  the  fliip  to  a  great  degree. 
See  Ballast,  Labouring,  and  Pitching. 

RoLLiNTG-TACKLE,  a  puUcy  or  purchafe  faftened  to  that  part  of  a  fail-yard 
which  is  to  the  windward  of  the  maft,  in  order  to  confine  the  yard  clofe 
down  to  the  leeward  when  the  fail  is  furled. 

It  is  ufed  to  prevent  the  yard  from  having  a  great  fridlion  againfl  the 
maft  in  a  high  fea,  which  would  be  equally  pernicious  to  both. 

ROPES,  (cordes,  Fr.  r^p.  Sax.  reep,  Dutch)  a  general  name  given  to 
all  forts  of  cordage,  above  one  inch  in  circumference,  ufed  in  the  rigging 
a  fliip.     See  Cable,  Hawser,  "I'owline,  and  Warp. 

Ropes  are  either  cable-laid  or  hawfer-laid  :  the  former  are  compofed  of 
nmt  ftrands,  viz.  three  great  ftrands,  each  of  which  is  compofed  of  three 
fmaller  ftrands  ;  and  the  latter  is  made  with  three  ftrands,  each  of  which 
contains  a  certain  number  of  rope  yarns,  in  proportion  to  the  fize  of  the 
rope  required. 

RopE-BANDs,  (rabans^Vr.)  pronounced  roebins,  certain  pieces  of  fmall 
rope,  or  braided  cordage,  ufed  to  tie  the  upper  edges  of  the  great  fails  to 
their  refpeftive  yards.  They  are  inferted  through  the  eyelet-holes  in  the 
head  of  the  fail,  being  generally  of  a  fufficient  length  to  pal's  two  or  three 
times   about  the  faid   yard. 

Rope-yarn,  (fil de  carret,  Fr.)  the  finalleft  and  fimpleft  part  of  any  rope, 
being  one  of  the  threads  of  wliich  zjhand  is  compofed  ;  fo  that  the  fize  of 
the  latter,  and  of  the  rope  into  which  it  is  twifted,.  is  determined  by  the 
number  of  rope-yarns. 

ROVER,  a  pirate  or  free-booter.     See  Pirate. 

ROUGH-TREE,  a  name  given  in  merchant-ftiips  to  any  maft,  yard, 
or  boom,  placed  as  a  rail  or  fence  above  the  fhip's  fide,  from  the  quarter- 
deck to  the  fore-caftle.  It  is,  however,  with  more  propriety,  applied  to 
any  maft,  &c.  which  remains  rough  and  unfiniflied. 

ROUND- 


R     O     U  RUN 

ROUND-HOUSE,  a  name  r^ivcn,  in  Faft-Indiainen,  and  other  l:*.r^;e 
nicrcli.mt-fhips,  to  a  cabin  or  ap.ircment  bu'.k  in  the  atter  part  ot  tlic  quar- 
ter-deck, and  having  the  poop  tor  it's  roof.  The  apartment  is  iiiually 
calied  the  coach  in  our  fliips  oi'war. 

ROUNDING,  certain  old  ropes  wound  firmly  and  clofcly  about  that 
jiart  of  a  cable  which  lies  in  the  hmvfe,  or  under  the  fliip's  bc^v,  or  ailiwarc 
the  flem.  It  is  uil-il  to  prevent  the  furface  of  the  cable  from  being  chafed 
or  fretted  in  thofc  places.     See  the  article  Kaicling  and  Service. 

RouNDiNG-iN  generally  implies  the  ad  of  pulling  upon  any  rope  which 
pafles  through  one  or  more  blocks,  in  a  direélion  nearly  horizontal  ;  as, 
round-in  the  weather-braces  !  &c.  It  is  apparently  derived  from  the  circu- 
lar motion  of  the  rope  about  the  fieai:  or  pulley  through  which  it  pafics. 

Roi'NDiNO-up  is  ufed  nearly  in  the  fame  fenfe,  only  that  it  is  exprefild 
of  a  tackle  which  hangs  in  a  perpendicular  pofition,  without  fulhiining  or 
hoiding  any  weighty  body  :  it  is  then  the  operation  of  pulling  the  blocks 
ciofcr  to  each  other,  by  means  of  the  rope  which  pallcs  through  them, 
to  compofe  the  tackle  -,  and  is  thcrei'ore  oppofcd  to  over-hauling,  by  which 
the  blocks  arc  drawn  further  afunder. 

To  ROW,  (ramer,  Fr.  rcvjan.  Sax.)  to  impel  a  boat  or  veflll  along  the 
furface  of  the  water  by  oars,  which  arc  managed  in  a  direction  nearly  hori- 
zontal.    SceO.AR. 

Row-CALLEY.     See  the  article  Galley. 

Row-locks,  thofe  parts  oï  the-  gunzcale,  or  upper  edge  of  a  boat's  fide, 
whereon  the  oar  relis  in  the  exercile  of  rowing.  In  the  fides  of  the  fmalleft 
veflels  of  war,  a  number  of  little  fquare  holes,  called  row-ports,  are  cut 
for  this  purpofe,  parallel  to  the  furface  of  the  water. 

ROWERS,  (rameurs,  Fr.)  a  name  given  to  the  perfons  by  whom  the 
oars  are  managed. 

ROWING-GUARD.     See  Guard-boat. 
'•  ROWSING,  the  act  of  pulling  together  upon   a  cable,  hawfer,  &c. 
without  the  aîTiftance  of  tackles,  capfterns,  or  other  m.echanical  powers.     It 
is  particularly  ufed  in  the  exercife  of  removing  a  fhip  from  one   place  to 
another,  by  means  of  ropes  and  anchors.     See  the  article  Warping. 

ROYAL,  (houlingue,  Fr.)  a  name  given  to  the  higheit  fail  which  is  ex- 
tended in  any  fhip.  It  is  fpread  immediately  above  the  top- gall  ant -fail,  to 
•whofe  yard-arms  the  lower  corners  of  it  arc  aitaciied.  This  fail  is  never 
ufed  butin  light  and  favourable  breezes.  '    "^ 

RUDDER.     See  the  article  Helm. 

RUN,  the  aftmoft  or  hindmoft  part  of  alhip's  bottom,  where  it  grows 
extremely  narrow,  as  the  floor  approaches  the  ftern-poft. 
.  RUNG-HEADS,  (f.eurs,  Fr.)  a  name  fometimes  given  by  fhipwrights 
to  the  upper  ends  of  the  floor-timbers,  which  are  otherwife  more  properly 
called  floor-heads.     See  Naval  Architecture. 

RUNNER,  (itague,  Fr.)  a  thick  rope  ufed  to  increafc  the  mechanical 
powers  of  a  tackle.     See  that  article. 

I  The 


RUN  RUN 

The  runner  rt,  fig.  lo.  plate  VIII.  pafles  through  a  large  hook-block, 
as  c,  and  has  ufually  a  hook  b  attached  to  one  of  it's  ends,  and  one  of  the 
tackle  blocks  to  the  other  \  and  in  applying  it,  the  hook,  as  well  as  the 
lower  block  of  the  correfponding  tackle,  is  fixed  to  the  object  intended  to 
be  removed. 

RUNNING-OUT  a  warp,  the  aft  of  carrying  the  end  of  a  rope  out  from 
the  fhip,  in  a  boat,  and  faftening  it  to  fome  dillant  place,  to  remove  the 
fhip  towards  the  faid  place,  or  keep  her  fteady  whilft  her  anchors  are  lift- 
ed, &c. 

RuNNiG-RiOGiNO,  all  that  part  of  a  Ihip's  rigging  which  pafles  through 
the  blocks,  to  dilate,  contrad,  or  traverfe  the  fails.     See  the  article  Ric- 

OINO. 


Kk 


SAD  S     A     I 


S. 


■OADDLE,  a  fmall  cleat,  or  wooden  block,  hollowed  on  the  upper  and 
1^  lower  fide,  and  nailed  on  x.\\t\u\vçx  yr.rd-anns,  to  retain  the  Itudding- 
i3.\\-boc}>u  in  a  lirm  and  fteady  pofition.  For  this  pvirpole  the  cavity  on  the 
lower  part  of  the  laddie  conforms  to  the  cylindrical  furface  of  the  yard  to 
which  it  is  attached  :  and  in  like  manner  the  hollow,  on  the  upper  fide,  an- 
fwers  to  the  figure  of  the  boom,  and  ferves  as  a  channel  whereby  it  may  be 
run  out  or  in,  along  the  yard,  as  occafion  requires. 

SAGGING  to  leeward,  the  movement  by  which  a  (hip  makes  a  confider- 
ib\t  lee-vjay,  or  is  driven  far  to  leeward  of  the  courfe  whereon  file  apparent- 
ly iails.  It  is  generally  exprefled  of  heavy-failing  vefi!els,  as  oppofed  to 
keeping  well  to  windward,  or,  in  the  fea-phrafe,  holding  a  good  wind. 

SAIC,  a  fort  of  Grecian  ketch,  which  has  no  top-gallant-fail  or  mizen- 
top-fail.     See  Ketch. 

SAIL,  (voile,  Fr.  fegl.  Sax.  /e)éel,  feyl,  Dutch)  an  aflcmblage  of  feve- 
ral  breadths  of  canvas,  or  other  texture,  fewed  together,  and  extended  on, 
or  between  the  niajïs,  to  receive  the  wind,  and  carry  the  vefiel  along  the 
water. 

The  edges  of  the  cloths,  or  pieces,  of  which  a  fail  is  compofed,  are  ge- 
nerally fewed  together  with  a  double  feam  :  and  the  whole  is  fkirted  round 
at  the  edges  with  a  cord,  called  the  bolt-rope. 

Although  the  form  of  fails  is  extremely  different,  they  are  all  neverthe- 
lels  triangular  or  quadrilateral  figures  -,  or,  in  other  words,  their  lurfaces 
are  contained  either  between  three  or  four  fides. 

The  former  of  thefe  are  fometimes  fpread  by  a  yard,  as  lateen-L\\h  ;  and 
otherwife  by  a  Jlay,  as  Jlay-iz\\s  ;  or  by  a  maft,  as  fiiouldcr-of-mutton- 
fails  :  in  all  which  cafes  the  foremoft  leech  or  edge  is  attached  to  the  faid 
yard,  mall,  or  Hay,  throughout  it's  whole  length.  The  latter,  or  thofe 
which  are  four-fided,  arc  either  extended  by  yards,  as  the  principal  fails  of 
a  fiiip  ;  or  by  yards  and  booms,  as  û\t  JluddingAalAs,  drivers,  ring-tails,  and 
all  thofe  fails  which  are  fet  occafionally  ;  or  by  gaffs  and  booms,  as  the 
main-fails  of  Jlocps  and  brigantines. 

The  principal  fiiils  of  a  fliip  (fig.  i.  plate  IX.)  are  the  courfes  or  lower 
fails  a,  the  top-j}:ils  b,  which  are  next  in  order  above  the  courfes  ;  and  the 
top-gallant-fails  f,  which  are  expanded  above  the  top-fails. 

The  courfes  are  the  main-fail,  fore-fail,  and  mizen,  main-ftay-fail,  fore- 
ftay-fail  and  mizcn-ftay-lail  -,  but  more  particularly  the  three  firft. 
A''.  B.  The  main-llay-fail  is  rarely  ufed  except  in  fmall  veflels. 
In  all  quadrangular  fails  the  upper  edge  is  called  the  head  ;  the  fides  or 
fkirts  are  called  leeches  -,  and  the  bottom  or  lower  edge  is  termed  the  toot. 
If  the  head  is  parallel  to  the  foot,  the  two  lower  corners  are  denominated 
clues,  and  the  upper  corners  earings. 

6  In 


s     A     I  S     A     I 

In  all  triangular  fails,  and  in  thofe  foiir-fided  fails  wherein  the  head  is 
not  parallel  to  the  foot,  the  foremoft  corner  at  the  foot  is  called  the  tack; 
and  the  after  lower-corner  the  clue  -,  tiie  foremoft  perpendicular  or  Hoping 
edge  is  called  the  fere  leech,  and  the  hindmoft  the  after  leech. 

The  heads  of  all  four-fided  fails,  and  the  fore-leeches  of  lateen  fails,  are 
attached  to  their  rcfpeiSlive  yard  or  gafi' by  a  number  of  fmall  cords  called 
robands  ;  and  the  extremities  are  tied  to  the  yard-arms,  or  to  the  peek  of 
the  gaff,  by  earings. 

The  liay-fails  are  extended  upon  ftays  between  the  mafts,  whereon  they 
are  drawn  up  or  down  occafionally,  as  a  curtain  flides  uj^on  it's  rod,  and 
their  lower  parts  are  llretched  out  by  a  tack  and  llieet.  The  clues  of  a  topfail 
are  drawn  out  to  the  extremities  of  the  lower  yard,  by  two  large  ropes  called 
the  top-fail  fheets  ;  and  the  clues  of  the  top-gallant-fails  are  in  like  manner 
extended  upon  the  top-fail  yard-arms,  as  exhibited  bv  plate  IX.  fig.  i. 

The  ftudding-fails  are  fet  beyond  the  leeches  or  fkirts  of  the  main-fail  and 
fore-fail,  or  of  the  top-fails  or  top-gallant-fails  of  a  fhip.  Their  upper  and 
lower  edges  are  accordingly  extended  by  poles  run  out  beyond  the  extremi- 
ties of  the  yards  for  this  purpofe.  Tiiofe  fails  however  are  only  fet  in  fa- 
vourable winds  and  moderate  weather. 

All  fails  derive  their  name  from  the  maft,  yard,  or  ftay  upon  which 
they  are  extended.  Thus  the  principal  fail  extended  upon  the  main-maft 
is  called  the  main-fail,  grande  voile,  d,  fig.  2.  plate  IX.  the  next  above, 
which  ftands  upon  the  main-top-malt,  is  termed  the  main-top-fail,  grand 
hunier,  e;  and  the  highell,  which  is  fpread  acrofs  the  main-top-gallant- 
maft,  is  named  the  main-top-gallant-fail,  grand  prrrcquei ,  f. 

In  the  laiTiC  manner  there  is  the  fore-fail,  niifaine,  g  ;  the  fore-top-fail, 
petit  hunier,  h;  and  the  fore-top-gallant-fail,  petit  perroquet,  i -,  the  mizen, 
artimon,  k  ;  the  mizen  top-fail,  perroquet  d'artimon,  /;  and  mizen  top-^al- 
lant-fail,  >n.  Thus  alfo  there  is  the  main  ftay-fail  0  ;  main-top-malt  ll.iy 
fail/»;  and  main-top-gallant  ftay-fail  9;  with  a  middle  ftay-fail  which 
ftands  between  the  two  laft.  N.  B.  All  thefe  ftays-fails  arc  between  the 
main  and  fore-mafts. 

The  ftay-fails  (voiles  d'eiai,  Fr.)  between  the  main-maft  and  mizen-maft 
are  the  mizen  ftay-fail  r;  and  the  mizen  top-mall  ftav-lail.f;  and  fome- 
times  a  mizen  top-gallant  ftay-fail  above  the  latter. 

I'he  ftay-fiiils  between  the  fore-maft  and  the  bov.  fprit  are  the  fore  ftay- 
fail  /;  the  fore-top-maft  ftay-fail  u  ;  and  the  jib,  for,  x.  There  is  befidcs 
two  fquare  fails  extended  by  yards  under  the  bowlprit,  one  of  which  is 
called  tlie  fprit-fail,  eivadiere,  y,  and  the  other  the  Iprit-fail  top-fail  :;, 
perroquet  de  beaupré.  For  the  French  names  of  all  the  ftay-lails,  Ice  the 
French  term  Etai,  and  the  phrafes  following  it. 

The  ftudding-lails,  (bonnettes en  étui,  Fr.;  being  extended  upon  the  difter- 
cnt  yartls  of  the  main-maft  and  fore-maft,  are  likcwife  named  according  to 
their  ftations,  the  lower,  top-maft,  or  top-gallant  ftudding  fails. 

The  ropes  by  which  the  lower  yardi.  of  a  fliip  are  hoifted  up  to  tin  ir  pro- 
per heigluh  on  the  mafts,  are  called  the  j cars.  In  all  other  fails  the  ropes 
employed  for  this  purpofe  are  called  haliards. 

K  k  2  The 


s     A     I  S     A     I 

The  principal  faih  are  then  expanded  by  haliards,  (beets,  and  bowlines, 
except  the  courfes,  which  are  always  ftretched  out  below  by  a  tack  and  flieer. 
See  Bowline,  Close-hauled,  (s^c.  They  are  drawn  up  together,  or  trulTed 
up,  by  bunt-lines^  due-lines^  d  d,  fig.  i.  leech-lines,  e  e;  reef -tackles,  f  f  ; 
Jiab-lim,  g  ;  znà  fpilltng-lines.  As  the  bunt-lines  and  leech-lines  pals  on  the 
other  fide  of  the  fail,  they  are  exprefled  by  dotted  lines  in  the  figure.  See 
thofe  articles. 

The  courfes,  top-fails,  and  top-gallant  fails,  are  wheeled  about  the  maft, 
fo  as  to  fuit  the  various  direftionsof  the  wind  by  braces.  The  higher  ftud- 
ding-fails,  and  in  general  all  the  ftay-fails,  are  drawn  down,  fo  as  to  be  furl- 
ed, or  taken  in,  by  down-hauls.  See  Brace,  Tpim,  and  Down-haul. 
Sail  is  alfo  a  name  applied  to  any  vefiel  beheld  at  a  diftance  under  fail. 
To  fel  Sail,  (faire  voile,  Fr.)  is  to  unfurl  and  expand  the  fails,  upon 
their  refpeftive  yards  and  (lays,  in  order  to  begin  the  aftion  of  failing. 

To  make  Sail,  is  to  fpread  an  additional  quantity  of  fail,  fo  as  to  increafc 
the  (hip's  velocity. 

To  fhorten  Sail,  is  to  reduce  or  take  in  part  of  the  fails,  with  an  intention 
to  diminifli  the  fhip's  velocity. 

TofirikeSwh,  is  to  lower  it  (iiddenly.  This  is  particularly  ufed  in  fa- 
luting  or  doing  homage  to  a  fuperior  force,  or  to  one  whom  the  law  of  na- 
tions acknowledges  as  fuperior  in  certain  regions;  Thus  all  foreign  vefTcls 
ftrike  to  an  Englifli  man  of  war  in  the  Briti(h  feas.     See  Salute. 

SAILING,  the  movement  by  which  a  vefiel  is  wafted  along  the  furface 
of  the  water,   by  the  a£tion  of  the  wind  upon  her  fails. 

When  a  fliip  changes  her  Itate  of  reft  into  that  of  motion,  as  in  advanc- 
ing out  of  a  harbour,  or  from  her  ftation  at  anchor,  fhe  acquires  her  mo- 
tion very  gradually,  as  a  body  which  arrives  not  at  a  certain  velocity  till 
after  an  infinite  repetition  of  the  atlion  of  it's  weight. 

The  firft  imprefilon  of  the  wuid  greatly  affcfts  the  velocity,  becaufe  the  re- 
fiftance  of  the  water  might  deftroy  it,  fince  the  velocity  being  but  fmall  at 
firft,  the  refiltance  of  the  water  which  depends  on  it  will  be  very  feeble  :   but 
as  the  fhip  increafes  her  motion,  the  force  of  the  wind  on  the  fails  will  be  di- 
minifhed  ;  whereas  on  the  contrary  the  refiftance  of  the  water  on  the  bow 
will  accumulate,  in  proportion  to  the  velocity  with  wh'ch  the  vefiel  advances. 
Thus  the  repetition  of  the  degrees  of  force,  which  the  adlion  of  the  fails  adds 
to  the  motion  of  the  (hip,  is  perpetually  decreafing  ;  whihl  on  the  contrary 
the  new  degrees  added  to  the  eflTort  of  refiftance  on  the  bow  are  always  aug- 
menting.  I'he  velocity  is  then  accelerated  in  proportion  as  thequantity  added 
is  greater  than  that  which  is  fubtradted:   but  whon  the  tv/o  powers  becoiric 
equal,  when  the  imprelTion  of  the  wind  on  the  fails  has  loft  f  >  much  of  it's 
force,  as  only  to  adt  in  proportion  to  the  oppofite  impulfe  or  it Tiftance  on  the 
bow,  the  (hip  will  then  acquire  no  additional  velocity,  but  continue  to  (ail 
with  a  conftant  uniform  motion.    The  great  weight  of  the  fh'p  may  indeed 
prevent  her  from  acquiring  her  greateft  velocity  ;  but  when  (he  has  attained 
It,  (he  wdl  advance  by  her  own  intrinfic  motion,  without  gaining  any  new 
degree  of  velocity,  or  le(rening  what  fhe  has  acquired.    She  moves  then  by 
6  her 


s     A     I  S     A     I 

her  own  proper  force  invacttOy  without  being  afterwards  fubjefl  either  to  the 
effort  of  the  wind  on  the  fails,  or  to  the  refiftance  of  the  water  on  the  bow. 
If  at  any  time  the  impulfion  of  the  water  on  the  bow  flioiild  deftroy  any  part 
of  the  velocity,  the  effort  of  the  wind  on  the  fails  will  revive  it,  fo  that  the 
motion  will  continue  the  fame.  It  miift  however  be  obferved,  that  this 
ftate  will  only  fubfift  wiien  thefe  two  powers  aft  upon  eacii  other  in  diredt 
oppofition  ;  otherwife  they  will  mutually  deftroy  one  another.  The  whole 
theory  of  working  fliips  depends  on  this  counter-adtion,  and  the  perfeél 
equality  which  fhould  fubfift  between  the  effort  of  the  wind  and  the  im- 
pulfion of  the  water.     Bouguer,  Traité  du  navire. 

The  efîect  of  failing  is  produced  by  a  judicious  arrangement  of  the  fails 
to  the  direction  of  the  wind.  Accordingly  the  various  modes  of  failing 
are  derived  from  the  different  degrees  and  fituations  of  the  wind  with  re- 
gard to  the  courfe  of  the  vefTel. 

To  illuftrate  this  obfervation  by  examples,  the  plan  of  a  number  of  fhips 
proceeding  on  various  courfes  are  reprefented  by  fig.  3.  plate  IX.  which  ex- 
hibits the  thirty-two  points  of  the  compafs,  of  which  C  is  the  center  :  the 
direftion  of  the  wind,  which  is  northerly,  toeing  expreffcd  by  the  arrow. 

It  has  been  obferved  in  the  article  Close-hauled,  that  a  Ihip  in  that  fi- 
liation will  fail  nearly  within  fix  points  of  the  wind.  Thus  the  fhips  B 
and  J  are  clofe-hauled,  the  former  being  on  the  larboard  tackj  fleering  E. 
N.  E.  and  the  latter  on  the  ftarboard  tack  failing  W.  N.  W.  with  their 
yards  a  b  braced  obliquely,  as  fuitable  to  that  manner  of  failing.  The  line 
of  battle  on  the  larboard  tack  would  accordingly  be  exprelTed  by  C  B^ 
and  on  the  ftarboard  by  C  y. 

When  a  fhip  is  neither  clofe-hauled,  nor  fteering  afore  the  wind,  (he  is 
in  general  faid  to  be  failing  large.  The  relation  of  the  wind  to  her  courfe 
is  precifely  determined  by  the  number  of  points  between  the  latter  and  the 
courfe  clofe-hauled.  Thus  the  fliips  c  and  x  have  the  wind  one  point  large, 
the  former  fleering  E.  b  N.  and  the  latter  W.  ^N.  The  yards  remain  al- 
mofl  in  the  fame  pofition  as  in  B  and^;  the  bowlines  and  Jheets  of  the  fails 
being  only  a  little  flackened. 

The  fliips  d  and  «  have  the  wind  two  points  large,  the  one  flieering  eafl: 
and  the  other  weft.  In  this  manner  of  failing,  however,  the  wind  is  more 
particularly  faid  to  be  upon  the  beam,  (perpendiculaire  du  vent,  Fr.)  as  being 
at  right  angles  with  the  keel,  and  coinciding  with  the  pofition  of  the  fliip's 
beams.  The  yards  arc  now  more  acrofs  the  fliip,  the  bowlines  are  call  off, 
and  the  fheets  more  relaxed  -,  lb  that  the  effort  of  the  wind  being  applied 
nearer  to  the  line  of  the  fliip's  courfe,  her  velocity  is  greatly  augmented. 

In  e  and  /  the  fhips  have  the  wind  three  points  large,  or  one  point  abaft 
the  beam,  the  courl'e  of  the  former  being  E.  b  S.  and  that  of  the  latter 
\V.  b  S.  The  flieets  are  flill  more  flowing  -,  the  angle  which  the  yards  make 
with  the  keel  further  diminiflicd  ;  and  the  courfe  accelerated  in  proportion. 

The  fliips/and/,  the  firft  of  which  fteers  E.S.E.  and  the  fécond  W.S.  W, 
have  the  wind  four  points  large,  or  two  points  abaft  the  beam.  In  g  and  r 
the  wind  is  five  points  large,  or  three  points  abaft  the  b.am,  the  former 
failing  S.  E.  bE.  and  the  latter  S.  W.  b  W.     In  both  thefc  fituations  the 

flieets 


s     A     I  S     A     I 

fhcets  are  ftill  fmilicr  flackened,  and  tlie  yards  laid  yet  more  athwart  the 
fhip's  length,  in  proportion  as  the  wind  approaches  the  quarter. 

'J"he  fliips  b  and  q,  ftccring  S.  1',.  and  S.  VV.  liave  the  wind  fix  points 
large,  or  more  properly  on  the  quarter;  which  is  confidered  as  the  moll  fa- 
vourable manner  of  failing,  becaufe  all  the  fails  co-operate  to  increafe  the 
/hip's  velocity  :  whereas,  when  the  wind  is  right  aft,  as  in  the  fliip  ?«,  it  is 
evident,  that  the  wind,  in  it's  padage  to  the  foremoll  fails,  will  be  inter- 
cepted by  tholiî  which  are  further  aft.  When  the  wind  is  on  the  quarter, 
the  fore-tack  is  brought  to  the  cat-head  -,  and  the  main-tack  being  call  off, 
the  weather-clue  of  the  main-fail  is  hoilled  up  to  tiie  yard,  in  order  to  let 
the  wind  pafs  freely  to  the  fore-lail  -,  and  tlie  yards  are  difpofed  fo  as  to 
make  an  angle  of  about  two  points,  or  nearly  220,  with  the  keel. 

The  fliips  /'  nnd  p.  of  which  the  former  fails  S.  E.  b  S.  and  the  latter 
S.  W.  b  S.  are  laid  to  have  the  wind  three  points  on  the  larboard  or  (larboard 
quarter  :  and  thofe  exprefled  by  k  and  0,  two  points  ;  as  fleering  S.  S.  E. 
and  S.  S.  W.  in  both  which  pofitions  the  yards  make  nearly  an  angle  of  16", 
or  about  a  point  and  an  half,  with  the  fliip's  length. 

When  the  wind  is  one  point  on  the  quarter,  as  in  the  fliips  /  and  w,  whofe 
courfes  are  S.  b  E.  and  S.  b  W.  the  fituation  of  the  yards  and  fails  is  very 
little  different  from  thelaft:  mentioned  ;  tlie  angle  which  they  make  with  the 
keel  being  fomewhat  lefs  than  a  point,  and  the  ftay-lails  being  rendered  of 
very  little  fcrvice.  The  fliip  m  fails  right  afore  the  wind,  or  w  ith  the  wind 
right  aft.  In  this  pofition  the  yards  are  laid  at  right  angles  with  the  fliip's 
length  :  the  (lay-fails,  being  entirely  ufelcls,  are  hauled  down  :  and  the 
main-fail  is  drawn  up  in  the  brails,  that  the  fore-fail  may  operate-,  a  mea- 
fure  which  confiderably  facilitates  the  (leerage,  or  effort  of  the  helm.  As 
the  wind  is  then  intercepted,  by  the  main  top-fail  and  main-top-gallant- 
fail,  in  it's  pafTage  to  the  fore  top-fail  and  fore  top-gallant-fail,  ihele  latter 
are  by  conlequence  entirely  becalmed,  and  miglit  therefore  be  furled,  to 
prevent  their  being  fretted  by  flapping  againft  the  maft,  but  that  their  effort 
contributes  greatly  to  prevent  the  fliip  from  bioaching-to,  when  flie  de- 
viates from  her  courfe  to  the  right  or  left  thereof. 

Thus  all  the  different  methods  of  failing  may  be  divided  into  four,  viz. 
clole-hauled,  large,  quartering,  and  afore  the  wind  ;  all  which  relate  to 
the  direiStion  of  the  wind  with  regard  to  the  (hip's  courfe,  and  the  arrange- 
ment of  the  fails.      See  alio  Drift  and  Leeway. 

Order  of  Sailing,  the  general  difpofition  of  a  fleet  of  fliips  when  pro- 
ceeding on  a  voyage  or  expedition. 

It  has  already  been  obferved  in  the  article  Fleet,  that  the  moft  convenient 
order  of  failing,  for  a  fquadron  of  fliips,  is  in  three  parallel  columns,  fo  as  to 
form  the  line  of  battle  with  greater  facility  and  expedition.  In  this  difpofi- 
tion, the  ftation  of  each  fliip  is  previoufly  appointed  by  the  commander  in 
chief;  and  tlie  ranks  or  columns  are  as  near  to  each  other  as  regularity,  and 
a  regard  for  their  common  fecurity,  will  admit.  This  diflance,  v/hich  ought 
to  be  carefully  obferved  in  tacking,  may  be  regulated  by  the  movements  of 
fome  of  the  fliips  in  the  column  furtheft  to  windward,  which  fliould  accord- 
ingly govern  the  operations  of  the  whole  fquadron.     See  Tacking. 

Sailing 


s     A     I  SAL 

Sailing  alio  implies  a  particular  mode  of  navigation,  formed  on  the 
principles,  and  regulated  by  tlie  laws  of  trigonometry'.  Hence  we  fay, 
plain  failing,  mercator's,  middle-latitude,  parallel  and  great  circle  failing. 
See  the  artitle  Navigation. 

SAILOR,  (matelot,  Fr.)  a  feafaring  man  :  a  perfon  trained  in  the  exer- 
cife  of  fixing  the  machinery  of  a  fhip,  and  managing  her,  either  at  fea,  or 
in  a  road,  or  harbour. 

SAIL-YARD.     See  the  article  Yard. 

SALLY-PORT.     See  the  article  Fire-ship. 

SALVAGE,  a  third  part  of  the  value  of  any  thing  recovered  from  the 
enemy,  after  having  remained  in  his  pofleffion  twenty-four  hours  -,  or  of 
any  thing  dragged  up  from  the  bottom  of  the  fea.  It  is  paid  by  the  firft 
proprietors  to  the  perfons  who  have  fo  recovered  it,  or  elle  detained  legally 
by  the  latter. 

SALUTE,  (falut,  Fr.  from  faluto,  Lat.)  a  teftimony  of  deference  or 
homage  rendered  by  the  fliips  of  one  nation  to  another  -,  or  by  fliips  of  the 
fame  nation  to  a  fuperior  or  equal. 

This  ceremony  is  variouQy  performed,  according  to  the  circumftances, 
rank,  or  fituation  of  the  parties.  It  confifts  in  firing  a  certain  number  of 
cannon,  or  vollies  of  fmall  arms  ;  in  ftriking  the  colours  or  top-fails  ;  or  in 
one  or  more  general  fliouts  of  the  whole  (hip's  crew,  mounted  on  the  marts 
or  rigging  for  that  purpofe. 

The  principal  regulations  with  regard  to  falutes  in  the  royal  navy  are  as 
follow  : 

'  When  a  flag-officer  falutes  the  .idmiral  and  commander  in  chief  of  the 
fleet,  he  is  to  give  him  fifteen  guns  -,  but  when  captains  falute  Iiim,  they 
are  to  give  him  leventecn  guns.  The  admiral  or  commander  in  chief  of 
the  fleet  is  to  return  two  guns  lefs  to  flag-officers,  and  four  lefs  to  cap- 
tains. Flag-officers  faluting  their  fuperior  or  fenior  officer,  are  to  give  him 
thirteen  guns.  Flag-officers  are  to  return  an  equal  number  of  guns  to 
flag-officers  bearing  their  flags  on  tiie  fame  malt,  and  two  guns  lei's  to  the 
relt,  as  alfo  to  captains. 

'  When  a  captain  falutes  an  admiral  of  the  white  or  blue,  he  is  to  give 
him  fifteen  guns  ;  but  to  vice  and  rear  admirals,  thirteen  guns.  When  a 
flag-officer  is  faluted  by  two  or  more  of  his  Majefliy's  Hiips,  he  is  not  to  re- 
turn the  falute  till  all  have  finiflied,  and  then  to  do  it  with  fuch  a  reafon- 
ablc  number  of  guns  as  he  fliall  judge  proper. 

'  In  cafe  of  the  meeting  of  two  fquadrons,  tlie  two  chiefs  only  are  to  ex- 
change falutes.  And  if  fingle  fliips  meet  a  fquadron  confining  of  more  than 
one  flag,  the  principal  flag  only  is  to  be  lalutcd.  No  falutes  Ihall  be  repeat- 
ed by  the  fame  fliips,  unlets  there  has  been  a  feparation  of  fix  months  at  lealV. 

'  None  of  his  Majelly's  Ihips  of  war,  commanded  only  by  captains,  fliall 
give  or  receive  falutes  from  one  another,  in  whatfocver  part  of  tlie  world 
they  meet. 

'  A  flag-officer  rommaniling  in  chief  fliall  be  faluted,  upon  his  firft  hoift- 
ing  his  flag,  by  all  the  fliips  preleiu,  with  fuch  a  number  of  guns  as  is  al- 
lowed by  the  firft,  third,  or  fifth  articles. 

'  When 


SAL  SAL 

*  When  any  of  his  Majefty's  (hips  Hiall  meet  with  any  fliip  or  (hips  be- 
longing to  any  foreign  prince  or  ftate,  within  his  Majefty's  feas,  (which  ex- 
tençl  to  Cape  Finifterrej  it  is  expefted,  that  the  faid  foreign  fhips  do  ftrikc 
their  top-fail,  and  take  in  their  flag,  in  acknowledgment  ot  his  Majefty's  fo- 
vereignty  in  thofe  feas  :  and  if  any  ftiall  refufe,  or  offer  to  refift,  it  is  enjoin- 
ed to  all  flag-officers  and  commanders  to  ufe  their  utmoft  endeavours  to 
compel  them  thereto,  and  not  fuffer  any  diflionour  to  be  done  to  his  Majefty. 
And  if  any  of  his  Majffty's  fubjefts  fhall  lb  much  forget  their  duty,  as  to 
omit  ftriking  their  top-fail  in  palling  by  his  Majefty's  ftiips,  the  name  of  the 
fhip  and  mafter,  and  from  whence,  and  whither  bound,  together  with  affi- 
davits of  the  faft,  are  to  be  fent  up  to  the  fecretary  of  the  admiralty,  in 
order  to  their  being  proceeded  againft  in  the  admiralty-court.  And  it  is 
to  be  obferved,  that  in  his  Majefty's  feas,  his  Majefty's  ftiips  are  in  no  ways 
toftrike  to  any;  and  that  in  no  other  parts,  no  fhip  of  his  Majefty's  is  toftrike 
her  flag  or  top-fail  to  any  foreigner,  unlefs  fuch  foreign  ihip  (hall  have  firft 
ftruck,  or  at  the  fame  time  ftrike  her  flag  or  top-fail  to  his  Majefty's  ftiip. 

'  The  flag-officers  and  commanders  of  his  Majefty's  fliips  are  to  be  care- 
ful to  maintain  his  Majefty's  honour  upon  all  occafions,  giving  protection 
to  his  fubjetfls,  and  endeavouring,  what  in  them  lies,  to  fecurc  and  en- 
courage them  in  their  lawful  commerce  -,  and  they  are  not  to  injure,  in  any 
manner,  the  fubjeds  of  his  Majefty's  friends  and  allies. 

'  If  a  foreign  admiral  meets  with  any  of  his  Majefty's  ftiips,  and  falutes 
them,  he  fhall  receive  gun  for  gun.  If  he  be  a  vice-admiral,  the  admiral 
ftiall  anfwer  with  two  guns  lefs.  If  a  rear-admiral,  the  admiral  and  vice- 
admiral  ftiall  return  two  lefs.  But  if  the  Ihip  be  commanded  by  a  captain 
only,  the  flag  officers  fliall  give  two  guns  lefs, and  captains  an  equal  number. 
'  When  any  of  his  Majefty's  ih'ips  come  to  an  anchor  in  a  foreign  port  or 
road,  within  cannon-fliot  of  it's  forts,  the  captain  may  falute  the  place  with 
fuch  a  number  of  guns  as  hjve  been  cuftomary,  upon  good  aft^urance  of  hav- 
ing the  like  number  returned,  but  not  orherwife.  But  if  the  fhip  bears  a  flag, 
the  flag-officer  ftiall  firft  carefully  inform  himfelf  how  flags  of  like  rank, 
belonging  to  other  crowned  heads,  have  given  or  returned  falutes,  and  to 
infift  upon  the  lame  eerips  of  refpeft. 

*  It  is  allowed  to  the  commanders  of  his  Majefty's  ftiips  in  foreign  parts,  to 
falute  the  perlons  of  any  admirals,  commanders  in  chief,  or  captains  of  fhips 
of  war  of  foreign  natioas,  and  foreign  noblemen  or  ftrangers  of  quality,  as 
alio  the  faftories  of  the  king's  fubjeds,  coming  on  board  to  vifit  the  ftiip  • 
and  the  number  of  guns  is  left  to  the  commander,  as  fliall  be  fuitable  to  the 
occafion,  and  the  quality  of  the  perfons  vifiting;  but  he  is  neverthelefs  to 
remain  accountable  for  any  excelles  in  the  abufe  of  this  liberty.  If  the  fliip 
vifited  be  in  company  with  other  fliips  of  war,  the  captain  is  not  to  make  ufe 
of  the  civilities  allowed  in  the  preceding  article,  but  with  Içave  and  con- 
fent  of  the  commander  in  chief,  or  the  fenior  captain. 

'  Merchant- ftiips,  whether  foreigners,  or  belonging  to  his  Majefty's  fub- 
jefts^  laluting  the  admiral  of  the  fleet,  fliall  be  anfwered  by  fix  guns  lefs  ; 
when  they  falute  any  other  flag-ftiips,  they  fliall  be  anfwered  by  four  guns 
lefs  ;  and  if  they  falute  men  of  war  commanded  by  captains,  they  fliall  be 

anfwered 


SAL  SCO 

anfwered  by  two  guns  Ids.  If  feveral  merchant- fhips  lalute  in  company, 
no  return  is  to  be  made,  till  all  have  finifhed,  and  then  by  fuch  a  number 
of  guns  as  fhall  be  thought  proper  ;  but  though  the  merchant-fhips  fhould 

anfwer,  there  fhall  be  no  fécond  return. 

'  None  of  his  Majefty's  fliips  of  war  fhall  falute  any  of  his  Majefty's 
forts  or  caftles  in  Great  Britain  or  Ireland,  on  any  pretence  whatfoever.' 
Regulations  and  InJlru£}ions  for  the  Sea-fervice. 

SALT-PITS,  (maj-ais  falant,  Fr.)  refervoirs  on  a  coaft,  to  contain  fea- 
water  for  the  purpofes  of  making  fait. 

SAMSONS-POST,  (piédroit,  Fr.)  a  fort  of  pillar  ereded  in  a  Hiip's 
hold,  between  the  lower  deck  and  the  kelfcn,  under  the  edge  of  a  hatchway, 
and  furnifhed  with  ievcral  notches  that  ferve  as  Heps  to  mount  or  defcend, 
as  occafion  requires. 

This  port,  being  firmly  driven  into  it's  place,  not  only  ferves  to  fupport 
the  beam,  and  fortify  the  veflTel  in  that  place,  but  alio  to  prevent  the  cargo 
or  materials  contained  in  the  hold  from  fliifting  to  the  oppofite  fide,  by  the 
rolling  of  the  fhip  in  a  turbulent  and  heavy  fea. 
SAUCER.     See  the  article  Capstern. 

SCALE  cf  equal  parts,  (échelle,  Fr.)  alfo  the  name  of  a  fea-port  in  Pro- 
vence. 

SCALING  the  guns,  (foufler,  Fr.)  the  adt  of  cleaning  the  infide  of  a  fliip's 
cannon,  by  the  explofion  of  a  fmall  quantity  of  powder  ;  which  effectually 
blows  out  any  dirt  or  fcales  of  iron  which  may  adhere  to  the  interior  furface. 

SCANTING,  (addoner,  Fr.)  the  variation  of  the  wind  by  which  it  be- 
comes unfavourable  to  a  fhip's  courfe,  after  having  been  fair  or  large.  It 
is  diftinguifhed  from  a  foul  wind,  as  in  the  former  a  fliip  is  ftill  enabled 
to  fail  on  her  courle,  although  her  progrefs  is  confiderably  retarded  ;  but 
in  the  latter  fhe  is  obliged  to  deviate  from  the  line  of  her  courfe,  as  ex- 
plained in  the  article  Tacking. 

SCANTLING,  (échantillons,  Fr.)  the  dimenfions  of  any  piece  of  timber 
with  regard  to  it's  breadth  and  thicknefs  in  fliip-building. 

SCARF,  (empature,  Fr.  fcherven,  Dutcii)  a  particular  method  of  unit- 
ing two  pieces  of  timber  together  by  the  extremities. 

When  two  pieces  of  timber  are  joined  together,  fo  that  the  end  of  one 
goes  over  the  end  of  the  otiier,  being  tapered  fo  that  the  one  may  be  let 
into  the  other,  and  become  even,  they  are  laid  to  be  fcarfed  :  fuch  are  the 
keel-pieces.  But  when  the  ends  of  the  two  pieces  are  cut  fquare,  and  put 
together,  they  are  faid  to  butt  to  one  another  :  and  when  anotiier  piece  is 
laid  upon,  and  faftcned  to  both,  as  is  the  cafe  in  all  the  frame-timbers,  this 
is  called  I'carHng  the  timbers;  and  half  the  piece  which  fallens  liie  two  tim- 
bers together  is  reckoned  the  length  of  the  fcarf.     Murray's  Jljipbutlding. 

SCHOONER,  a  fmall  veflel  with  two  malts,  whole  main-lail  and  fore- 
fail  are  fufpendcd  from  guffs  reaching  from  the  mall  towards  the  llern-,  and 
llretched  out  below  by  booms,  whole  foremoll  ends  arc  hooked  to  an  iron, 
which  cl.ifps  the  mart  fo  as  to  turn  therein  as  upon  an  axis,  when  the  after- 
ends  are  fwung  from  one  fide  of  tiie  veflel  to  the  other. 

SCOOP,  (ccoupe,  Fr.)  a  little  hollowed  piece  of  wood,  employed  to  throw 
water  out  of  a  boat  into  the  fea,  which  is  ufually  called  bailing  the  boat. 

LI  SCRAPING, 


SCR  S     C     U 

SCRAPING,  the  aft  of  (having  ofF  the  dirty  fiirface  of  the  plank,  in  a 
fhip's  fide  or  decks,  particularly  after  a  voyage,  or  when  the  fcajns  have 
been  covered  with  a  new  compofition  of  melted  pitch  or  rofin.  The  in- 
itrument  with  which  this  is  performed  is  accordingly  called  a  fcraper,  and  is 
reprefcnted  in  fig.  4.  plate  IX. 

After  the  fides  of  a  fliip  are  fufficicntly  fcraped,  they  are  varniflied  over 
with  turpentine,  or  a  mixture  of  tar  and  oil,  or  fuch  materials;  which 
preferves  the  planks  from  being  rent  or  fplit  by  the  fun  and  wind,  and 
gives  the  fhip  a  more  gay  and  fplendid  appearance  on  the  water. 

SCUD,  a  name  given  by  fcamen  to  the  loweil  and  lighted  clouds,  which 
are  moll  fwiftly  wafted  along  tiie  atmolphere  by  the  winds. 

SCUDDING,  (Skiitia,  Swedifh)  the  movement  by  which  a  fliip  is  car- 
ried precipitately  before  a  tcmpcft. 

As  a  lliip  flies  with  amazing  rapidity  through  the  water,  whenever  this 
expedient  is  put  in  pracftice,  it  is  never  attempted  in  a  contrary  wind,  unlefs 
when  her  condition  renders  her  incapable  of  fuftaining  the  mutual  effort  of 
the  wind  and  waves  any  longer  on  her  fide,  without  being  expofed  to  the 
moft  imminent  danger.     See  the  article  Trying. 

A  fhip  either  feuds  with  a  fail  extended  on  her  fore-maft,  or,  if  the  ftorm 
is  exceffive,  without  any  fail,  which  in  the  fea  phrafe  is  called  fcudding  un- 
der hare  poles,  (aller  à  fee.  Fr.)  In  (loops  and  fchooners,  and  other  fmall  vef- 
fels,  the  fail  employed  for  this  purpofe  is  called  the  fquare-fuil,  (voile  de 
fortune,  Fr.)  In  large  fhips,  it  is  either  the  forefail,  at  large,  reefed,  or  with 
it's  goofe-iinngs  extended,  according  to  the  degree  of  the  tempelt  ;  or  it  is 
the  fore-top-fail  clofe  reefed,  and  lowered  on  the  cap:  which  laft  is  parti- 
cularly ufed  when  the  fea  runs  fo  high  as  to  becalm  the  forefail  occafionally-, 
a  circumftance  which  expofes  the  (liip  to  the  danger  oi  broaching-to. 

The  principal  hazards  incident  to  (budding  are  generally,  il  pooping  feu  ; 
the  difficulty  of  (leering,  which  expofes  the  velTel  perpetually  to  the  rifk  of 
broaching-to;  and  the  want  of  fufhcient  fea-room.  A  lea  ftriking  tl;e  (hip 
violently  on  the  (lern  may  dafh  it  inwards,  by  which  (he  mud  inevitably 
founder.  In  broaching-to  (uddenly,  (he  is  threatened  with  being  immediately 
overlet;  and,  for  want  of  fea-room,  ihe  is  endangered  by  diipwreck  on  a 
lee-fliore  ;  a  circumdance  too  dreadful  to  require  explanation  ! 

SCUPPERS,  (dalols.  Fr.  fchoepen,  Dutch,  to  draw  off)  certain  channels 
cut  through  the  water-ways  and  fides  of  a  (hip,  at  proper  diftances,  and  lined 
with  placd  lead,  in  order  to  carry  the  water  off  from  the  deck  into  the  fea. 

The  fcuppers  of  the  lower  deck  of  a  (hip  of  war  are  uûially  furnidied 
with  a  leathern  pipe,  called  the  feupper-hoalc,  which  Iiangs  downward 
from  the  mouth  or  opening  of  the  fcupper.  The  intent  of  this  is  to  prevent 
the  water  from  entering  when  the  fliip  inclines  under  a  weight  of  fail. 

SCUTTLE,  (ccctUille,  Fr.)  a  fmall  hatchway  cut  for  feme  particular 
purpofe  through  a  fhip's  deck,  or  through  the  coverings  of  her  hatchways, 
and  furnllhed  with  a  lid  which  firmly  inclofes  it  whenever  necefiary.  See 
Deck,  and  Hatchway. 

SCUT  FLING,  the  aft  of  cutting  large  holts  through  the  bottom  or 

fides  of  a  fhip,  either  when  die  is  firc.nded  or  ovcrllt,  and'  continues  to  (îoat 

on  the  (urface.  The  defign  of  this  expedient  is  ufually  to  take  out  the  whole 

or  a  part  of  the  cargo,  provifions,  flores,  &c,  with  all  poflible  expedition, 

'  SEA, 


SEA  SEL 

SEA,  (tner,  Fr.  fee.  Sax.  zee,  Dutch)  is  known  to  be  a  great  congrega- 
tion of  waters,  which  is  either  univerfal  or  local;  as  lurrounding  the  whole 
earth,  or  flowing  on  the  coaft  of  fome  particular  country. 

This  term,  however,  is  variouHy  applied  by  failors,  to  a  fingle  wave